Hubbry Logo
Bloodhound LSRBloodhound LSRMain
Open search
Bloodhound LSR
Community hub
Bloodhound LSR
logo
7 pages, 0 posts
0 subscribers
Be the first to start a discussion here.
Be the first to start a discussion here.
Bloodhound LSR
Bloodhound LSR
Bloodhound LSR
View on Wikipedia
from Wikipedia

Bloodhound LSR
Overview
ManufacturerGrafton LSR Ltd, Bristol
AssemblyUK Land Speed Record Centre, Berkeley, Gloucestershire, England
Body and chassis
ClassLand speed record vehicle
Powertrain
EngineRolls-Royce Eurojet EJ200 afterburning turbofan
Dimensions
Wheelbase8.9 m (29 ft)
Length12.9 m (42 ft)
Width2.5 m (8.2 ft)
Height3.0 m (9.8 ft)
Kerb weight6,422 kg (14,158 lb) fuelled
Chronology
PredecessorThrustSSC

Bloodhound LSR, formerly Bloodhound SSC, is a British land vehicle designed to travel at supersonic speeds with the intention of setting a new world land speed record.[1] The arrow-shaped car, under development since 2008, is powered by a jet engine and will be fitted with an additional rocket engine.[2] The initial goal is to exceed the current speed record of 763 mph (1,228 km/h), with the vehicle believed to be able to achieve up to 1,000 miles per hour (1,609 km/h).[3][4][5]

The previous business behind Project Bloodhound went into administration (bankruptcy) in late 2018. Entrepreneur Ian Warhurst bought the car to keep the project alive. A new company called Grafton LSR Ltd was formed to manage the project, which was renamed Bloodhound LSR and moved to SGS Berkeley Green University Technical College. Lack of funds and the COVID-19 pandemic stalled progress in 2020, and in 2021 the vehicle was offered for sale. In May 2021, the project was taken over by Stuart Edmondson, who took over from Ian Warhurst, becoming the incumbent CEO of Grafton LSR Ltd.[6] In November 2023, Andy Green stepped down from the driver position for the project. In January 2025, project ambassadors advised that, while the project is still alive, they are still searching for a new driver. [7]

The venue for high speed testing and future world land speed record attempts is the Hakskeen Pan in the Mier area of the Northern Cape, South Africa. An area 12 miles (19 km) long and 3 miles (4.8 km) wide was identified as suitable, with the first runs in October 2019. Further runs in November 2019 achieved a top speed of 628 miles per hour (1,011 km/h), the eighth vehicle to attain a land speed of over 600 miles per hour (970 km/h).

Timeline

[edit]

Inception

[edit]
Bloodhound SSC show car
The Bloodhound SSC show car makes its debut at the Goodwood Festival of Speed 2009

The Bloodhound project was announced on 23 October 2008 at the London Science Museum by Lord Drayson – then Minister of Science in the UK's Department for Innovation, Universities and Skills – who first suggested the project in 2006 to land speed record holders Richard Noble and Andy Green, a pilot and Wing Commander serving in the RAF.[8][9] The two men, between them, have held the land speed record since 1983.[10]

In 1983, Noble, a self-described engineer and adventurer[11] reached 633 mph (1,019 km/h) driving a turbojet-powered car named Thrust2 across the Nevada desert.[12] In 1997, he headed the project to build ThrustSSC, which was driven by Green at 763 mph (1,228 km/h), thereby breaking the sound barrier, a first for a land vehicle (in compliance with Fédération Internationale de l'Automobile rules).[12] Green was originally set to be Bloodhound LSR's driver.[13]

The Bloodhound project was named for the Bristol Bloodhound surface-to-air missile, a project that Bloodhound Chief Aerodynamicist Ron Ayers had previously worked on.[14]

The project was at first based in the former Maritime Heritage Centre on the Bristol harbourside, next to Brunel's SS Great Britain. In 2013 the project relocated to a larger site in Avonmouth.[15] The head offices of the project moved to Didcot, Oxfordshire in late 2015.[16]

2017 tests

[edit]

Runway testing of up to 200 miles per hour (320 km/h) took place on 26, 28 and 30 October 2017 at Newquay Airport, Cornwall.[17][18]

2018 change of ownership

[edit]

In May 2018, the team announced plans for high speed testing at 500–600 mph (800–970 km/h) in May 2019, and then a 1,000 mph (1,600 km/h) run in 2020.[19] However, the company backing the project, Bloodhound Programme Ltd, went into administration (bankruptcy) in late 2018 leaving a funding gap of £25 million, which put the venture's future into question.[20][21]

Bloodhound LSR at the launch event, SGS Berkeley Green UTC, 2019

The project was "axed" in December 2018, with plans to sell off the remaining assets.[22] Later that month, Yorkshire entrepreneur Ian Warhurst stepped in to rescue the project by buying the assets and intellectual property, including the car, for an undisclosed sum.[23][24]

2019 tests

[edit]

In March 2019, it was announced that Warhurst had formed a new company called Grafton LSR Ltd. to manage the project, which became the car's legal owner. The company said in a statement that Warhurst was trying to save the project with new sponsors and partners.[25][26][27]

The name of the new team became 'Bloodhound LSR' (for Land Speed Record). The car and the project's headquarters moved to SGS Berkeley Green University Technical College in Berkeley, Gloucestershire near Gloucester.[28]

High speed testing of the car took place at the Hakskeen Pan in October and November 2019. Test runs driven by Green began on 25 October, using only a Rolls-Royce Eurojet EJ200 engine, with an expectation of reaching 400–500 mph (640–800 km/h).[29] The car achieved 501 mph (806 km/h) on 6 November 2019,[30] and a final top speed of 628 mph (1,011 km/h) on 16 November, making it the eighth vehicle to attain a land speed of over 600 mph.[2]

2020–2022

[edit]

Lack of funds prevented the fitting of the Nammo rocket in 2020, and combined with the effects of the COVID-19 pandemic, this meant the opportunity to run the vehicle in 2021 was lost. In January 2021, Warhurst said the vehicle was up for sale and it was reported that the team had moved on to other projects.[31] Warhurst stepped aside as CEO in August 2021 and Stuart Edmondson, the project's Engineering Operations Manager for the previous five years, took over the role.[32] When interviewed in July 2022 Edmundson stated that, while on hold, the Bloodhound LSR project was "very much alive" and a new land speed record could be achieved very quickly if new investment could be secured. Edmundson also reported that the project had adopted a new environmental focus, with the aim of achieving a net zero carbon land speed record.[33]

2023

[edit]

On 8–14 November 2023, Edmondson led a roadshow to seek funding and a new driver for a potential record-setting campaign, estimated to cost between £8 million and £12 million.[34][35] The vehicle resides at Coventry Transport Museum.

Design

[edit]

Car

[edit]

The car was designed by Bloodhound's Chief Aerodynamicist Ron Ayers and Chief Engineer Mark Chapman, along with aerodynamicists from Swansea University.[36][37]

Bloodhound LSR is designed to accelerate from 0 to 800 mph (1,300 km/h) in 38 seconds and decelerate using airbrakes at around 800 mph, a parachute at a maximum deployment speed of around 650 mph (1,050 km/h) and disc brakes below 200 mph (320 km/h).[38] The force on the driver during acceleration would be 2.5 g (two-and-a-half times their body weight) and up to 3 g during deceleration.[39]

Aerodynamics

[edit]

The aerodynamics of Bloodhound have been carefully calculated to make sure the car is safe and stable, particularly because it will create a shockwave when it reaches the speed of sound.[40]

The College of Engineering at Swansea University has been heavily involved in the aerodynamic shape of the vehicle from the start. Dr Ben Evans and his team used Computational Fluid Dynamics (CFD) technology designed by Professor Oubay Hassan and Professor Ken Morgan to provide an understanding of the aerodynamic characteristics of the proposed shape, at all speeds, including predicting the likely vertical, lateral and drag forces on the vehicle and its pitch and yaw stability.[41][42][43][44] This technology, originally developed for the aerospace industry, was validated for a land-going vehicle during the design of ThrustSSC.

Propulsion

[edit]

Three prototype Eurojet EJ200 jet engines developed for the Eurofighter and bound for a museum were loaned to the project.[45] The car will use one EJ200 to provide around half the thrust and power the car to 650 mph (1,050 km/h).[46][17] A custom monopropellant rocket designed by Nammo will be used to add extra thrust for the world land speed record runs. For the 1,000 mph (1,600 km/h) runs, the monopropellant rocket will be replaced with a hybrid rocket from Nammo.[17] A third engine, a Jaguar supercharged V-8 is used as an auxiliary power unit to drive the oxidiser pump for the rocket, although this will be replaced by an electric motor.[17]

The cockpit exterior

Initially, Bloodhound SSC was going to use a custom hybrid rocket motor being designed by Daniel Jubb. The rocket was successfully tested at Newquay Airport in 2012.[47] However, constraints on cost, time, and test facilities led to a decision to instead use a rocket designed by Norwegian company Nammo.[48]

At first, the plan was that the car would use a Nammo hybrid rocket or cluster of rockets, to be fuelled by solid hydroxyl-terminated polybutadiene and liquid high-test peroxide oxidiser.[48] This plan was revised in 2017 and the car will use a monopropellant rocket for the land speed record runs.[49]

For the car to achieve 800 mph (1,300 km/h), the monopropellant rocket would need to produce around 40 kN (8,992 lbf) of thrust and the EJ200 jet engine 90 kN (20,232 lbf) in reheat.[50]

Cockpit interior

Wheels

[edit]

For low-speed testing at Cornwall Airport Newquay in 2017, the car was fitted with four runway wheels based on those of an English Electric Lightning fighter jet with refurbished original tyres.[51] These were replaced for the high-speed test runs in the desert in South Africa in 2019 by four 90-centimetre (35 in) diameter wheels weighing 95 kg (209 lb), forged from an aircraft-grade aluminium zinc alloy.[52] These were designed to spin at up to 10,200 rpm and resist centrifugal forces of up to 50000 g at the rim.[53][54]

Wheel bearings

[edit]

Three Timken high-speed (DN around 1,000,000 at full speed) tapered roller bearings support each wheel.[55][56] When the car's mass increased to 7,500 kg (16,500 lb), Timken recalculated bearing life to be 50 hours, or a 5,000% safety factor given the less than one-hour run time.[57]

Construction

[edit]

The car was built at sites in Bristol and Avonmouth.[58][15] A full-scale model was unveiled at the 2010 Farnborough International Airshow,[59] when it was announced that Hampson Industries would begin to build the rear chassis section of the car in the first quarter of 2011 and that a deal for the manufacture of the front of the car was due. The car was largely completed by October 2017 when full reheat static testing was undertaken with the jet engine at Cornwall Airport Newquay followed by low speed test runs.[60]

Further construction was carried out before the project went into administration and the car was then completed at Berkeley before high speed testing.

Testing locations

[edit]

Early in the project, Swansea University's School of the Environment and Society was enlisted to help determine a new test site for the record runs because the test site for the ThrustSSC record attempt had become unsuitable.[61] The venue chosen for high speed testing and for the land speed record runs was Hakskeen Pan in the Mier area of the Northern Cape, South Africa, on a track measuring 12 miles (19 km) long. The local community cleared 16,500 tonnes of stones by hand from an area measuring 22 million square metres to create space for 20 tracks each 10 metres wide, as the car cannot run twice on the same strip of desert.[62][63][64][65]

Low speed runway testing of over 200 mph (320 km/h) occurred on 26, 28 and 30 October 2017 at Cornwall Airport Newquay.[60]

High speed testing at Hakskeen Pan began in October 2019. The car achieved 628 mph (1,011 km/h) on its final run on 16 November 2019.

Education and STEM outreach

[edit]

The Bloodhound Project had an education component designed to inspire future generations to take up careers in science, technology, engineering and mathematics (STEM) by showcasing these subjects and interacting with young people and students, in partnership with engineering companies including Rolls-Royce.[66] Bloodhound-related education activities are provided by Bloodhound Education Ltd, a standalone charity registered in 2016.[67] The charity's Bloodhound Education Centre is at SGS Berkeley Green UTC.[68]

See also

[edit]

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Bloodhound LSR

View on Grokipedia
from Grokipedia
The Bloodhound LSR is a British supersonic land vehicle designed to exceed 1,000 mph (1,600 km/h) and break the current world land speed record of 763.035 mph (1,228 km/h), set in 1997 by the team. Powered by a EJ200 combined with a rocket motor delivering over 135,000 horsepower, the 13.4-meter-long, 7.5-tonne car features a carbon front and aluminum wheels capable of rotating at 10,000 RPM. Announced in 2008 as the Bloodhound SSC project, it evolved into an international STEM education initiative to inspire innovation while pursuing record-breaking speeds on the Hakskeen Pan salt flats in South Africa's . In 2019, during high-speed testing in the , the vehicle achieved 628 mph (1,010 km/h) using only its , validating key systems like parachutes and wheels and ranking it among the eight fastest land vehicles ever. Financial difficulties, exacerbated by the , halted progress in 2020, leading to the project's assets being acquired for revival efforts. As of 2025, the Bloodhound LSR project seeks £12 million in funding and a new lead driver to replace RAF pilot Andy Green, who will serve as mentor, with record attempts targeted for the near future using synthetic fuels for a net-zero milestone. The vehicle is currently on display at the , underscoring its role in advancing and public engagement with science.

History

Project inception

The Bloodhound LSR project, originally known as Bloodhound SSC, was founded by in 2007, drawing direct inspiration from his leadership of the team that set the world land speed record at 763.035 mph (1,228 km/h) in 1997. , a British entrepreneur and former record holder through the project in 1983, sought to push the boundaries of supersonic ground travel further, aiming to reignite British engineering ambition after nearly a decade without a new record attempt. The inception stemmed from 's vision to not only surpass the existing supersonic barrier but also to inspire STEM education among young people, addressing perceived shortages in UK engineering talent. The initial goal was to exceed 1,000 mph (1,600 km/h), more than 30% faster than the achievement, requiring innovative solutions for , , and structural integrity at Mach 1.3 speeds. Early planning in 2007-2008 involved assembling a core team, including Noble as project director, RAF pilot Andy Green as driver (who had piloted to the 1997 record), and lead engineer John Piper, a veteran of the previous Thrust projects. Conceptual sketches and preliminary feasibility studies focused on the challenges of supersonic travel, such as shockwave management and material stresses, with initial designs envisioning a pencil-shaped powered by a combination of jet, rocket, and auxiliary engines. A full-scale mock-up was planned for construction shortly after the project's formal reveal to validate these concepts. Partnerships formed rapidly to support the nascent effort, including academic and research collaborations with for computational modeling, the University of the West of England for testing, and the Engineering and Physical Sciences Research Council for technical oversight. Industrial ties were established early with Rolls-Royce for the EJ200 jet engine (repurposed from the ), Nammo for a hybrid rocket booster, and for specialized lubricants, laying the groundwork for the vehicle's hybrid propulsion system. These alliances were crucial as the project navigated funding challenges, securing an initial £12 million from five sponsors amid competition for resources in a post-financial economy. The project gained public momentum with its official announcement on October 23, 2008, at London's , where science minister Lord Drayson unveiled scale models and outlined the educational outreach component. This event marked the transition from conceptual planning to structured development, though securing sustained funding remained an ongoing hurdle that would test the team's resolve in the years ahead.

Design and development phase

Following the project's inception, the Bloodhound LSR entered a intensive design and development phase from to , transitioning from conceptual sketches to detailed blueprints through iterative (CFD) simulations and physical modeling. Engineers at and collaborators utilized parallel finite-volume compressible Navier-Stokes solvers to predict aerodynamic behaviors, focusing on stability and at speeds exceeding 1,000 mph (1,610 km/h), with targets including a low of approximately 0.15 to minimize resistance while ensuring ground contact. Scale models underwent testing, including supersonic evaluations at the Japanese Aerospace Exploration Agency's Facility, to validate CFD predictions and refine the vehicle's shape for transonic and supersonic regimes. A key engineering decision during this period was the integration of propulsion systems tailored for phased acceleration. In 2013, the team incorporated the turbofan engine, borrowed from the , to propel the vehicle to approximately 650 mph (1,050 km/h), providing initial thrust without the complexity of full rocket power. Complementing this, Norwegian firm was selected to develop a custom hybrid rocket booster using concentrated , announced in December 2013, which would deliver the additional impulse needed to surpass 1,000 mph in a 20-second burn; early tests of the rocket cluster confirmed its viability for the vehicle's rear-mounted configuration. These integrations required extensive simulations to balance thrust vectors and structural loads, evolving the design from early pencil sketches to a finalized layout optimized for sequential engine operation. Material selection emphasized durability against extreme supersonic forces, including and g-forces up to 50,000 times on components. The adopted a hybrid : a carbon fiber composite for the front section ( and ), comprising multiple weave layers and resins for lightweight strength at just 200 kg, bolted to a titanium-skinned upper rear supported by aluminum frames and a under-chassis to handle engine mounts and rocket integration. This combination, refined through finite element analysis in simulations, ensured the overall vehicle—measuring 13.4 meters in length and weighing approximately 7,500 kg (7.5 tonnes) when fueled—could maintain structural integrity without excessive mass. By 2017, these iterations had solidified the design, prioritizing conceptual stability over exhaustive prototyping while setting the stage for assembly.

Ownership changes and project hiatus

In October 2018, Bloodhound Programme Ltd, the company behind the Bloodhound project, entered administration due to a severe shortfall of approximately £25 million, marking a critical for the initiative. Despite efforts by administrators FRP Advisory to secure a buyer, no sufficient investment materialized, leading to the official axing of the project in December 2018 and the subsequent sale of its assets to maximize returns for creditors. This resulted in the disbandment of the core team, with staff redundancies as the company ceased operations, effectively dissolving the engineering workforce that had driven development up to that point. On 17 December 2018, the project's assets were acquired by British engineer and entrepreneur Ian Warhurst, who established as the new to manage the endeavor, renaming it Bloodhound LSR. Warhurst relocated the project to the Land Speed Record Centre in , in March , where the vehicle was stored in a during initial efforts to revive operations. However, persistent funding shortages stalled progress, limiting activities to low-speed testing in and preventing further high-speed runs, as Warhurst sought sponsors without success. From 2020 to 2022, the project entered a prolonged hiatus amid the and ongoing financial constraints, with the vehicle remaining in storage at the facility until its relocation to the in May 2021 for safekeeping and public display. Activity was minimal, confined to occasional public statements from Warhurst emphasizing the need for additional —such as an £8 million in early 2020 and the project's listing for sale in January 2021 as a "last chance" measure—while the reduced team focused on maintenance rather than development. This period of stasis highlighted the challenges of sustaining large-scale projects without stable backing, leaving the Bloodhound LSR dormant until potential revival opportunities emerged.

Revival efforts

In 2023, the Bloodhound project underwent a significant revival when it was transferred to Bloodhound LSR Ltd., a new entity under management dedicated to advancing educational initiatives in STEM while pursuing the land speed record. This shift aimed to inspire the next generation of engineers through public engagement and school programs, building on the project's historical emphasis on education. By October 2024, the team launched a critical bid, with ongoing needs estimated at £12 million to complete integration and enable a record attempt exceeding 800 mph in . This appeal seeks sponsorships to cover final development costs, with owner Ian Warhurst emphasizing the need for immediate investment to avoid indefinite storage of the vehicle. In November 2023, coinciding with the revival announcement, Bloodhound LSR initiated a global driver search campaign titled "Race to Greatness," featuring tours with a full-scale replica car sporting a new red-and-white livery to engage the public and solicit nominations for a successor to Andy Green. The campaign requires candidates to demonstrate exceptional piloting skills and contribute toward the completion budget, with roadshows at sites like to build momentum. The revival incorporated a commitment to , targeting the world's first "net zero" land speed record through the use of synthetic e-fuels derived from renewable sources and carbon offsetting measures for the entire operation. This approach, including an electric pump for the , aligned the project with modern environmental standards while maintaining performance goals. As of November 2025, the project continues to seek £12 million in and a new lead , with Andy Green serving as mentor; record attempts are targeted for the future once resources are secured, and no high-speed runs have been conducted since 2019. Despite ongoing efforts, no additional or has been secured, and the remains on display at the .

Design and engineering

Overall vehicle design

The Bloodhound LSR features a slender, pencil-shaped optimized for minimal frontal area and aerodynamic efficiency during high-speed runs. The vehicle's overall length measures approximately 13.4 meters, with a of 8.9 meters, contributing to its elongated profile that balances stability and low drag. Its width is around 2.1 meters at the body, narrowing further toward the nose, while the height reaches about 1.6 meters excluding the stabilizing fin, resulting in a low-slung that keeps the center of close to the ground. The total kerb weight is approximately 7.5 tonnes when fuelled, supporting the immense propulsion demands while maintaining structural rigidity. The chassis employs a hybrid construction to meet diverse structural needs, with the forward section featuring a carbon fiber tub for the cockpit area, providing exceptional strength-to-weight ratio and impact resistance. This , weighing around 200 kg, integrates 13 layers of carbon fiber at its thickest point and is bolted to a rear metallic framework of sheets, aluminum frames, and underbody panels for engine mounting and load distribution. The design ensures the vehicle withstands extreme forces, including accelerations exceeding 3g during braking. The single-seat cockpit is positioned forward in the monocoque for optimal pilot visibility and control, originally tailored for RAF pilot Andy Green, who served as the designated driver until stepping down in 2023. It includes a custom-molded carbon fiber seat contoured to the pilot's body to mitigate G-forces up to 2g during acceleration and higher during deceleration, along with a narrow windscreen slot for forward viewing and ballistic panels for debris protection. Weight distribution is rear-biased at approximately 54% over the rear axle, enhancing traction and stability as the vehicle accelerates from standstill to over 800 mph. Safety is prioritized through a multi-stage deceleration , including deployable airbrakes and a assembly with a and main canopy, capable of generating approximately 9 tonnes of braking force to reduce speeds from around 670 mph to 200 mph. The parachute pack, mounted aft, deploys via a steering wheel-activated pin release, supported by a spring mechanism for reliability in desert conditions. Additional protective elements include crushable zones in the forward structure to absorb frontal impacts and reinforced side panels tested against high-velocity projectiles.

Aerodynamics

The Bloodhound LSR's aerodynamic design prioritizes minimizing drag and ensuring stability across subsonic, , and supersonic regimes to enable speeds exceeding 1,000 mph. The vehicle's body features a slender, arrowhead-shaped with a pointed and tapered tail, optimized through to reduce overall drag while maintaining structural integrity. This configuration achieves a target coefficient of drag area (CdA) of less than 1.3 m² at Mach 1.4, with predictions showing a peak of 1.323 m² at Mach 1.1 before dropping below the target at higher Mach numbers. To validate stability, 40% scale models of the Bloodhound LSR underwent testing in facilities such as the 9x7 ft tunnel at , simulating conditions up to Mach 1.3. These tests confirmed the design's aerodynamic stability, including low lift coefficients (e.g., Cl ≈ 0.3 at Mach 1.0 and 1.4) and a yaw static margin of 3-5% at Mach 1.3, essential for controlled high-speed runs on desert surfaces. The vehicle incorporates canard foreplanes for pitch control, modeled in computational simulations at zero degrees during early testing phases, contributing to overall stability without being deployed in high-speed trials. To manage supersonic shockwaves, the employs area ruling—a technique that varies the cross-sectional area along the to minimize , delaying its onset until approximately Mach 0.75 and maintaining a high around 0.73. This approach reduces drag divergence and ensures predictable pressure distributions at speeds up to Mach 0.8. Extensive (CFD) simulations, using Reynolds-averaged Navier-Stokes (RANS) solvers like HLLC-SST on hybrid meshes with over 61 million cells, guided the aerodynamic optimization from initial concepts in to the final configuration. These simulations predicted drag and lift behaviors with high accuracy (mean pressure errors of 1-7% across Mach 0.3 to 0.8), confirming the design's viability for achieving and sustaining top speeds beyond 800 mph while minimizing Mach-number dependencies.

Propulsion system

The propulsion system of the Bloodhound LSR features a combined jet and designed to deliver extreme over a short distance, enabling the vehicle to reach supersonic speeds. The primary component is a Rolls-Royce EJ200 afterburning jet engine, adapted from the , which produces 20,000 lbf (89 kN) of at full power. This engine provides the initial high-thrust output necessary for takeoff and subsonic , operating on synthetic net-zero fuels. Complementing the jet is a secondary Nammo hybrid rocket booster utilizing hydroxyl-terminated polybutadiene (HTPB) as the solid fuel and high-test peroxide (HTP) as the liquid oxidizer, which adds approximately 27,000 lbf (120 kN) of thrust during a 20-second burn. This booster activates sequentially after the jet has accelerated the vehicle to around 300 mph (482 km/h), providing the additional impulse required to transition to supersonic velocities and achieve the target of 1,000 mph (1,609 km/h). The rocket's design emphasizes reliability and controllability for the brief, high-intensity phase of the run. Together, the jet and generate a combined of approximately 4:1 at full power, far exceeding that of conventional road vehicles and enabling the Bloodhound LSR's rapid acceleration from standstill to 1,000 mph in under 60 seconds. An auxiliary supports the by powering the rocket's oxidizer pumps, ensuring precise fuel delivery without compromising the main components. As part of the project's revival, the has been updated to use synthetic net-zero fuels and an electric auxiliary pump, targeting a carbon-neutral record attempt. This integrated operation prioritizes sequential power delivery to optimize efficiency and structural integrity under extreme aerodynamic loads.

Wheels and braking

The wheels of the Bloodhound LSR are solid forged discs, each measuring 90 cm in diameter and weighing approximately 95 kg, designed to withstand extreme rotational speeds of up to 10,200 rpm during high-speed runs. These wheels eliminate the need for pneumatic tires in the supersonic configuration to avoid structural from and centrifugal forces, providing direct contact with the surface for stability while minimizing the risk of blowouts. At full speed, the rim of each experiences centrifugal forces equivalent to 50,000 times , necessitating a robust one-piece capable of supporting the vehicle's 7.5-tonne under dynamic loads during and deceleration. The wheel bearings are custom-engineered for ultra-high-speed operation, incorporating advanced and materials to minimize and generation at over rpm, ensuring reliable performance without failure under sustained supersonic conditions. Traction is managed through the wheels' optimized treadless profile, which provides sufficient grip on the Hakskeen Pan's compacted soil without excessive drag, while the vehicle's thrust-vectoring propulsion handles primary acceleration demands. Braking relies on a multi-stage system combining aerodynamic airbrakes, deployment parachutes, and carbon disc brakes on the wheels to manage deceleration from over 800 mph. The parachutes consist of two primary units—a drogue and a main canopy—deployed sequentially to reduce speed progressively, with the first engaging around 600 mph to generate up to 9 tonnes of drag and the second at lower velocities to further slow the vehicle to approximately 200 mph before wheel brakes take over. The carbon-carbon disc brakes, supplied by AP Racing, are fitted to the front wheels for final stopping, capable of handling peak loads equivalent to 10g forces per wheel (around 2 tonnes static equivalent under dynamic conditions) without fading, as demonstrated in prior runway tests. This integrated approach ensures controlled halts across the 12-16 mile test track while protecting the driver from excessive g-forces.

Construction and assembly

Manufacturing process

The manufacturing process for Bloodhound LSR involved a hybrid construction approach, combining metal and composite elements to meet the structural demands of supersonic speeds. The rear section featured a rib-and-stringer design, with aluminum ribs machined from material and titanium stringers and outer skin for high-strength requirements, assembled using aerospace-grade riveting (over 11,500 rivets in the upper ) and at facilities in the UK, such as the . The lower utilized aluminum frames and bulkheads with a steel skin, riveted and Redux-bonded for rigidity. The front fuselage employed carbon fiber composites for the structure, incorporating an aluminum core (8 to 20 mm thick) to optimize weight at approximately 200 kg. Fabrication began with hand lay-up of pre-impregnated carbon fiber weaves—up to five types with two resin systems and 13 layers, reaching 25 mm thickness—followed by vacuum bagging and curing at the National Composites Centre in the UK to achieve the necessary and structural integrity. This labor-intensive process required over 10,000 man-hours for design and production of the cockpit and intake . Key propulsion components were sourced through international partnerships to leverage existing technology. The EJ200 jet engine, rated at 90 kN thrust in reheat, was donated by the Royal Air Force and refurbished for integration, drawing from its original use in aircraft. The hybrid rocket system, designed to deliver up to 122 kN thrust using oxidizer and fuel, was developed by Norwegian defense firm as the primary partner for this subsystem. Quality assurance emphasized finite element analysis (FEA) using software to validate load distribution and ensure an ultimate safety factor of 2.4 for composites, supplemented by post-fabrication inspections for defects and iterative static testing. No fatigue or damage tolerance assessments were conducted, given the vehicle's short operational life. Major components, including the frames and composite , were progressively completed between 2014 and 2016, with the EJ200 engine installed and the vehicle reaching substantial assembly by October 2017, enabling initial static reheat testing and low-speed prototypes for subsystems like wheels.

Key components fabrication

The , originally designed for the , underwent significant modifications for integration into the Bloodhound LSR, including adaptations to its digital to suit ground-based automotive operation rather than aerial flight. These changes were performed at the Rolls-Royce facility in , where the engine's construction and overhaul processes occur, ensuring compatibility with the vehicle's high-thrust requirements while incorporating thrust nozzle adjustments for optimal performance in a land speed context. The rocket system, providing supplemental thrust, was assembled at facilities in using a hybrid design with (HTPB) as the . The vehicle's incorporates a hybrid with a carbon front and a metallic rear framework, featuring stringers along its length to withstand aerodynamic and vibrational stresses at supersonic speeds. Custom for the Bloodhound LSR were developed in-house by the project team, comprising three interconnected control units for managing the , rocket ignition, and such as steering and braking, linked via a circular ring main for real-time sensor logging and cross-validation. This system ensures fault-tolerant operation, with watchdog monitoring and override capabilities to handle the harsh environmental conditions of high-speed runs. Fabrication of key components presented challenges in sourcing specialized high-temperature alloys, such as for additively manufactured parts like the tip and , which required with suppliers like Renishaw to produce lightweight, heat-resistant elements capable of enduring and structural demands without compromising safety.

Assembly challenges

The assembly of Bloodhound LSR proceeded in phases, beginning with the fuselage integration in 2016, which involved mating the carbon fiber front section with the aluminum rear structure to ensure structural integrity under extreme loads. This step was critical for establishing the vehicle's aerodynamic envelope and load-bearing framework before advancing to more dynamic components. By 2017, the focus shifted to installing the propulsion mountings, including the Rolls-Royce EJ200 jet engine and provisions for the rocket system, allowing for initial static testing at Newquay Cornwall Airport; however, the full rocket integration was not completed before the project hiatus in 2020. Achieving precise alignment during assembly demanded advanced techniques, such as laser-guided systems to position the within a 0.1 mm tolerance, minimizing aerodynamic drag and ensuring stability at supersonic speeds. This level of accuracy was essential for integrating fabricated components like the suspension and elements without introducing imbalances that could compromise performance. A key integration challenge arose from managing vibrations between the jet and systems, requiring specialized materials and mounting isolators to prevent that could fatigue the during combined operation. The team addressed this through iterative finite element analysis and on-site adjustments to harmonize the thrust profiles. The assembly effort relied on collaboration among engineers from multiple countries, including specialists from the , , , and the , who coordinated via shared CAD models and remote simulations to resolve interface mismatches. This multinational expertise was vital for overcoming logistical hurdles in component compatibility. Funding gaps significantly delayed progress, with shortfalls in 2016 postponing the full vehicle assembly and low-speed shakedown until 2017, as the project secured additional sponsorships to cover integration costs.

Testing and performance

Test locations

The Bloodhound LSR project conducted initial low-speed taxi tests at Airport Newquay in the during October 2017, reaching speeds up to 210 mph (338 km/h) on the to validate , braking, and basic systems. The primary testing venue for high-speed runs and the intended world land speed record attempt is Hakskeen Pan, a vast bed in the province of , spanning approximately 140 square kilometers and selected for its exceptional flatness, with elevation variations as low as 61 mm over 2 km stretches, enabling precise GPS-based speed measurements required for official record certification. This site's elevation of approximately 801 meters above contributes to lower air density compared to sea-level locations, optimizing and aerodynamic for achieving speeds beyond 800 mph (1,290 km/h). In preparation for testing, the team manually cleared an area of approximately 22,000,000 m² (22 km²) and established an 18 km long by 1,500 m wide prepared track at Hakskeen Pan, incorporating radar and weather stations positioned at intervals along the route for real-time data collection, alongside extensive safety zones extending on either side to accommodate deceleration and emergency procedures. Following the 2019 high-speed trials at Hakskeen Pan, the project faced funding challenges but announced revival plans in 2023, targeting a return to the site pending securing £12 million in sponsorship.

Major test runs

The Bloodhound LSR project conducted its initial major test runs in October 2017 at Cornwall Airport Newquay in the United Kingdom, marking the vehicle's public debut under jet power alone. Driven by Andy Green, the car accelerated from a standing start to a peak speed of 210 mph (338 km/h) over two back-to-back runs, achieving 1.5 g of acceleration and validating basic handling, stability, and systems integration. These low-speed tests focused on proving the vehicle's controllability on a runway surface, with no significant issues reported, and served as a foundational step before high-speed desert trials. In October and November 2019, the project advanced to high-speed testing at the Hakskeen Pan dry lakebed in South Africa's Northern Cape, a 12-mile-long prepared track cleared of obstacles to simulate record attempt conditions. Andy Green piloted all runs, starting with conservative profiles at around 100 mph to check engine start and low-speed dynamics, then progressively increasing velocity in 50 mph increments across 13 runs. Key milestones included 334 mph on October 29, 501 mph on November 6—surpassing the initial 500 mph target and confirming aerodynamic stability—and a final peak of 628 mph (1,010 km/h) on November 16, achieved in 50 seconds from standstill using the Rolls-Royce EJ200 jet engine. These jet-only runs successfully tested wheel performance, braking with parachutes, and overall structural integrity, providing critical data that the vehicle could safely exceed 800 mph with the addition of a rocket booster. Following the 2019 tests, the project faced funding challenges, halting further runs until revival efforts in 2023. As of November 2025, the Bloodhound LSR remains on display at the , with no additional test events conducted since 2019. Revival efforts continue, with shakedown runs integrating the rocket engine alongside the jet for speeds over 800 mph targeted for the future, contingent on securing £12 million in funding to complete modifications and logistics. Andy Green will mentor the selected new driver for these prospective attempts, emphasizing sustainable fuels like synthetic and to align with net-zero goals. As of November 2025, the project is actively seeking a new lead driver to replace Andy Green, who will mentor, and plans to use synthetic fuels for a net-zero record attempt once funded.

Performance data and analysis

The Bloodhound LSR achieved a top speed of 501 mph (806 km/h) during testing on November 6, 2019, at Hakskeen Pan in , establishing it as one of the fastest wheel-driven vehicles powered solely by a . Later tests in the same program reached 628 mph (1,010 km/h), validating the vehicle's and structural integrity under high-speed conditions. Acceleration performance was impressive, with the car surging from 0 to 300 mph in under 20 seconds during these runs, demonstrating the EJ200 turbofan's rapid thrust buildup. Key telemetry data from the 2019 tests included lateral G-forces peaking at up to , primarily from minor surface irregularities and wind gusts affecting stability on the desert pan. spectra remained controlled, with dominant frequencies under 10 Hz, ensuring minimal structural despite the extreme speeds. These metrics underscored the car's robust suspension and , which maintained contact and alignment even as speeds approached 8,000 rpm during the 628 mph run. Engineering analysis of the jet phase revealed an of approximately 95% in thrust-to-fuel conversion, enabling the initial acceleration to 500 mph without the . The planned burn, using a hybrid motor, is projected to confirm 1,000 mph feasibility through conservation principles, where the impulse delivers Δp=mΔ[v](/page/V.)\Delta p = m \Delta [v](/page/V.) with vtarget=1,609v_{\text{target}} = 1,609 km/h, leveraging the car's 7.5-tonne for sustained velocity gain beyond the jet's limits. Limitations emerged in tire thermal management, with heating effects at projected 10,000 rpm operations risking degradation under centrifugal and frictional loads. Computer simulations indicate a theoretical maximum of 1,050 mph, constrained by aerodynamic drag and propulsion margins. Looking ahead, net zero adjustments include blends for the EJ200 engine, potentially reducing emissions by up to 80% compared to conventional , aligning with the project's revived goals.

Educational outreach

STEM programs

The Bloodhound Engineering Challenge, launched in 2010, serves as a flagship STEM initiative for schools, challenging students to , and race rocket-powered model cars inspired by the Bloodhound LSR . This annual fosters hands-on skills through team-based activities, where participants apply principles of physics and to achieve high speeds, often up to 50 mph with . Resources provided include detailed CAD models for design, stemming from the official release of CAD drawings by the Bloodhound team in 2011, which has inspired accurate community-created 3D models available on platforms such as SketchUp 3D Warehouse and GrabCAD; physics experiment kits for testing and , and guidance on safe construction using materials like balsa wood and CO₂ or Estes rocket motors. The program engages thousands of students annually across primary and secondary levels, with historical data indicating over 101,000 direct school engagements in 2016 alone through workshops and competitions. It aligns closely with UK national curriculum standards for Key Stages 2 to 4, integrating topics such as (exploring forces like drag and ), propulsion systems ( mechanics and energy transfer), and (selecting durable components under stress). These elements build conceptual understanding of real-world challenges, emphasizing , testing, and problem-solving without requiring significant school investment. As of 2025, the program continues to engage students through university collaborations, such as with on transport challenges. This has contributed to the program's cumulative impact of over 2 million students globally since inception, with approximately 120,000 schoolchildren benefiting annually from related STEM activities. Outcomes from the challenge include heightened student confidence in STEM subjects and pathways to professional careers, with participants often advancing to roles in and fields. The initiative partners with STEM charities, such as the , to deliver workshops and resources, ensuring sustained educational impact and alignment with employability skills like and .

Public engagement initiatives

The Bloodhound LSR project has actively engaged the public through exhibitions and displays at prominent motorsports events to inspire interest in high-speed engineering and innovation. The vehicle, or its mock-up, has been featured at the multiple times, including in 2013, where it was showcased alongside other record-breaking cars to draw crowds and highlight the supersonic ambitions of the program. In 2015, interactive experiences such as driving simulations were offered to visitors at the stand, allowing hands-on interaction with the project's technology. More recently, the full-scale Bloodhound LSR car has been on permanent display at the since 2021, providing public access to the vehicle during the funding phase for its revival. Media campaigns have played a key role in broadening public involvement, particularly the "Race to Greatness" initiative launched in 2023 to recruit a new driver who would also secure the required £12 million in . This effort leveraged digital platforms and promotional tours with a replica model to generate widespread awareness and excitement around the land speed record attempt. The campaign emphasized the thrill of piloting the car beyond 800 mph, attracting applications from professional drivers and enthusiasts alike. To foster community support, the project operates an official supporters club with online forums for discussions and updates, alongside a merchandise store offering items like apparel and models to rally fans. These channels have contributed to ongoing donations that sustain development efforts, including vehicle maintenance and testing preparations. The Bloodhound LSR team has incorporated a focus into its outreach, promoting the goal of achieving the world's first net zero land speed record through the use of synthetic fuels. This angle has been used in presentations and discussions to connect with environmental organizations, underscoring how advanced engineering can align with carbon-neutral objectives. Legacy public events from earlier phases of the project included open days following key tests, such as the 2017 debut runs at Aerohub in , where around 4,000 visitors observed the jet-powered vehicle reach over 200 mph and learned about its design and record-breaking potential. These events served to educate attendees on and , bridging the gap between technical innovation and public curiosity.

References

  1. https://www.bloodhoundlsr.com/about-bloodhound-lsr/
  2. https://bloodhoundeducation.com/the-bloodhound-lsr-project/the-bloodhound-lsr-car/
  3. https://www.bloodhoundlsr.com/bloodhound-testing-runs/
  4. https://www.bbc.com/news/science-environment-67349595
  5. https://www.bloodhoundlsr.com/
  6. https://www.matfoundrygroup.com/blog/Bloodhound_SSC-1000mph_Land_Speed_Record
  7. https://www.theguardian.com/technology/2008/oct/23/motoring-land-speed-record
  8. https://www.bloodhoundlsr.com/bloodhound-history/
  9. https://www.racecar-engineering.com/articles/bloodhound-ssc/
  10. https://www.researchgate.net/publication/261893683_Simulating_the_aerodynamic_characteristics_of_the_Land_Speed_Record_vehicle_BLOODHOUND_SSC
  11. https://cronfa.swan.ac.uk/Record/cronfa57407/Download/57407__20431__9f1d079c1e014f2a9b51aece7f8bacd1.pdf
  12. https://spectrum.ieee.org/fastest-car-in-the-world
  13. https://bloodhoundeducation.com/the-bloodhound-lsr-project/the-bloodhound-lsr-car/bloodhound-lsr-engines/
  14. https://www.bbc.com/news/science-environment-25426419
  15. https://bloodhoundeducation.com/the-bloodhound-lsr-project/the-bloodhound-lsr-car/bloodhound-lsr-body/
  16. https://www.autocar.co.uk/car-news/features/pursuit-800mph-how-bloodhound-aims-break-land-speed-record
  17. https://www.telegraph.co.uk/business/2018/10/15/bloodhound-1000mph-car-project-goes-administration/
  18. https://www.bbc.co.uk/news/uk-england-bristol-46480342
  19. https://arstechnica.com/cars/2018/12/bad-news-for-the-1000mph-car-as-bloodhound-ssc-is-shut-down/
  20. https://arstechnica.com/cars/2019/03/good-news-for-the-1000mph-car-as-bloodhound-gets-a-new-owner/
  21. https://www.theguardian.com/science/2019/mar/21/bloodhounds-1000mph-car-project-given-financial-boost
  22. https://www.business-live.co.uk/economic-development/bloodhound-project-put-up-sale-19697379
  23. https://www.transport-museum.com/news/1518/bloodhound-lsr-has-found-a-new-home-at-coventry-transport-museum-in-time-for-uk-city-of-culture
  24. https://www.motorsportmagazine.com/articles/land-speed-records/bloodhound-lsr-project-on-hold-until-2022/
  25. https://www.autocar.co.uk/car-news/industry-news-tech%252C-development-and-manufacturing/last-chance-bloodhound-lsr-project-put
  26. https://www.carthrottle.com/news/bloodhound-lsrs-ps8-million-funding-bid-last-chance-save-project
  27. https://the-mia.com/news/657540/Race-to-Greatness-Bloodhound-land-speed-record-driver-search.htm
  28. https://www.facebook.com/BLOODHOUNDSSC/
  29. https://ukdefenceforum.net/viewtopic.php?style=57&t=655
  30. http://bloodhound1.efar.co.uk/project/facts-and-figures/vehicle-technical-specification/exterior-dimensions
  31. https://bloodhoundeducation.com/the-bloodhound-lsr-project/the-bloodhound-lsr-car/bloodhound-lsr-braking-systems/
  32. https://www.theguardian.com/science/2014/jun/13/bloodhound-ssc-cockpit-1000mph-car-unveiled
  33. https://newatlas.com/bloodhound-cockpit-revealed/32514/
  34. https://www.bloodhoundlsr.com/engineering-special-report-how-to-slow-a-supersonic-car-with-a-parachute/
  35. http://bloodhound1.efar.co.uk/project/car/braking-systems/parachutes
  36. http://bloodhound1.efar.co.uk/project/facts-and-figures/vehicle-technical-specification/vehicle-performance
  37. https://journals.sagepub.com/doi/10.1177/09544100211046159
  38. https://www.bbc.com/news/science-environment-29046707
  39. https://www.vehicledynamicsinternational.com/news/tires-and-wheels/bloodhounds-supersonic-wheel-designs-revealed.html
  40. https://bloodhoundeducation.com/the-bloodhound-lsr-project/the-bloodhound-lsr-car/bloodhound-lsr-wheels/
  41. https://www.bbc.com/future/article/20141023-the-worlds-fastest-wheels
  42. https://www.bloodhoundlsr.com/parachutes/
  43. https://thebrakereport.com/bloodhound-lsr-needs-super-brakes-to-set-record/
  44. https://pnwaiaia.org/wp-content/uploads/2014/11/1315_Edwards_Bloodhound.pdf
  45. https://www.matfoundrygroup.com/blog/bloodhounds-1000mph-land-speed-record-attempt-what-happened-next
  46. https://www.bloodhoundlsr.com/bloodhound-to-break-records-with-zero-emissions-rocket/
  47. http://bloodhound1.efar.co.uk/project/car/engines/jet-engine
  48. https://www.eurojet.de/innovation/
  49. https://designsolutionsmag.co.uk/testing-new-1000mph-hybrid-rocket/
  50. https://manufax.co.uk/nelson-tool-co/projects/bloodhound
  51. http://bloodhound1.efar.co.uk/project/car/body-or-chassis
  52. https://bloodhoundeducation.com/the-bloodhound-lsr-project/the-bloodhound-lsr-car/bloodhound-lsr-control-systems/
  53. https://www.metal-am.com/bloodhound-lsr-featuring-metal-additively-manufactured-parts-reaches-628-mph-in-speed-testing/
  54. https://www.nafems.org/publications/resource_center/w_jun_21_global_2/
  55. https://www.bbc.com/news/science-environment-35473168
  56. https://www.geocaching.com/geocache/GC60N2W
  57. https://mapcarta.com/W38352212
  58. https://www.bloodhoundlsr.com/why-the-bloodhound-team-needs-to-do-high-speed-testing/
  59. https://www.thespeedjournal.com/bloodhound-lsr-reveals-desert-spec/
  60. https://www.youtube.com/watch?v=TgD_FNc3CJ8
  61. https://www.motorsportmagazine.com/articles/news/bloodhound-land-speed-record-tops-600mph-south-africa-test/
  62. https://www.roadandtrack.com/new-cars/a29305672/bloodhound-lsr-south-africa-test-2019/
  63. https://www.bloodhoundlsr.com/bloodhound-lsr-hits-1010-km-h-and-completes-high-speed-testing/
  64. https://journals.sagepub.com/doi/abs/10.1177/09544100211046159
  65. https://www.theengineer.co.uk/content/news/bloodhound-car-design-drawings-available-online/
  66. http://bloodhound1.efar.co.uk/cad-drawings
  67. https://bloodhoundeducation.com/high-speed-engineering-challenge/
  68. http://bloodhound1.efar.co.uk/Model_Rocket_Car_Workshop
  69. https://www.imeche.org/news/news-article/how-bloodhound-is-inspiring-future-engineers
  70. https://www.linkedin.com/posts/ethen-laing-56157410_bloodhoundlsr-landspeedrecord-engineering-activity-7377195480658694144-cYL6
  71. https://www.bloodhoundlsr.com/education/
  72. https://www.imeche.org/news/news-article/an-enduring-legacy
  73. https://www.telegraph.co.uk/motoring/goodwood-festival-of-speed/10125515/Goodwood-Festival-of-Speed-2013-Bloodhound-land-speed-record-project.html
  74. https://media.jaguar.com/en-gb/news/2015/06/four-new-car-debuts-jaguar-goodwood-festival-speed-2015
  75. https://www.goodwood.com/grr/race/modern/witnessing-history-as-bloodhound-ssc-tests-to-200/
Add your contribution
Related Hubs
User Avatar
No comments yet.