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Thrust SSC
Thrust SSC at the Coventry Transport Museum, where it is part of the permanent collection.
Overview
ManufacturerSSC Programme Limited
DesignerRichard Noble, Glynne Bowsher, Ron Ayers, Jeremy Bliss and Reece Liebenberg
Body and chassis
ClassLand Speed Record vehicle
Powertrain
Enginetwo Rolls-Royce Spey turbofan:-
Rolls-Royce Spey 202
Dimensions
Length16.5 m (54 ft)
Width3.7 m (12 ft)
Kerb weight10.6 tonnes
Chronology
PredecessorThrust2
SuccessorBloodhound LSR
The team with ThrustSSC
ThrustSSC on display in the Coventry Transport Museum's Landspeed Gallery
Side view of Thrust SSC showing its branding and marks at Coventry Transport Museum
One of the Rolls-Royce engines in the Norfolk and Suffolk Aviation Museum

ThrustSSC, Thrust SSC or Thrust SuperSonic Car is a British jet car developed by Richard Noble, Glynne Bowsher, Ron Ayers, and Jeremy Bliss.[1] Thrust SSC holds the world land speed record, set on 15 October 1997, and piloted by Andy Green, when it achieved a speed of 1,228 km/h (763 mph) and it became the first and only land vehicle to officially break the sound barrier. It is developed in Coventry.

Alongside Thrust2, Thrust SSC was displayed in the "Spirit of Speed Gallery" of the Coventry Transport Museum in Coventry, England. As part of the Museum's redevelopment project both cars were relocated by specialist haulier to the new Biffa Award Land Speed Record Gallery which opened in 2015.[2]

The car is 16.50 m (54.1 ft) long and 3.7 m (12 ft) wide and has a curb weight of 10.6 tons. It had a reported thrust of 223 kN (approximately 50,000 pounds force) at some operating conditions. Jet engines are not designed to operate at peak airspeed while still in ground effect; a proper estimate would need to take this into account.

Details

[edit]

The jet was driven by Royal Air Force fighter pilot Wing Commander Andy Green in the Black Rock Desert in the US state of Nevada. It was powered by two afterburning Rolls-Royce Spey turbofan engines, as used in the British version of the F-4 Phantom II jet fighter. The twin engines developed a net thrust of 223 kN (50,000 lbf) at the measured record speed of 341 metres per second,[3] burning around 18 litres/second (4.0 Imperial gallons/s or 4.8 US gallons/s) of fuel. This was about 4,850 L/100 km (0.06 mpg‑imp; 0.05 mpg‑US).

After the record was set, the World Motor Sport Council released the following message:

The World Motor Sport Council homologated the new world land speed records set by the team ThrustSSC of Richard Noble, driver Andy Green, on 15 October 1997 at Black Rock Desert, Nevada (USA). This is the first time in history that a land vehicle has exceeded the speed of sound. The new records are as follows:
  • Flying mile     1,227.985 km/h (763.035 mph)
  • Flying kilometre 1,223.657 km/h (760.345 mph)
In setting the record, the sound barrier was broken in both the north and south runs.
Paris, 11 November 1997.

Legacy

[edit]

In 1983 Richard Noble had broken the world land speed record with his earlier car Thrust2, which reached a speed of 1,019 km/h (633 mph). The date of Andy Green's record came 50 years and one day after Chuck Yeager broke the sound barrier in Earth's atmosphere, with the Bell X-1 research rocket plane on 14 October 1947.[4]

Both Thrust SSC and Thrust2 are displayed at the Coventry Transport Museum in Coventry, England. Visitors can ride a 4D motion simulator depicting a computer-generated animation of the record-breaking run from the perspective of Green.[5]

Several teams are competing to break the record, including the Bloodhound LSR project, launched in 2008,[6] and previously the North American Eagle Project, from 2004 until the project's abandonment after a fatal crash in 2019.[7]

Richard Noble's Orange–Intel dispute

[edit]

In June 2012, a television advertisement for the Orange San Diego mobile phone, containing an Intel processor, was broadcast on British television and featured a fast car in computer-generated imagery. Richard Noble claimed that the car was a representation of Thrust SSC and thus these companies had used his intellectual property without permission, putting the future of the Bloodhound LSR project in doubt. The Advertising Standards Authority rejected the Bloodhound team's complaint, claiming that intellectual property disputes were not in its remit. According to BBC News technology correspondent Rory Cellan-Jones, Intel and Orange responded that their production team had researched different styles of "superfast vehicles" and developed their own Orange-branded landspeed car, and that the advertisement and phone were not connected to Noble or Bloodhound LSR.[8]

See also

[edit]

Notes

[edit]

References

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

ThrustSSC

View on Grokipedia
from Grokipedia
ThrustSSC is a British jet-propelled supersonic car designed to break on land and set a new world land speed record. Developed under the leadership of and driven by pilot Andy Green, it achieved this feat on 15 October 1997 in the Black Rock Desert, , , averaging 1,227.985 km/h (763.035 mph, or Mach 1.020) over a measured mile—a record that remains unbroken as of 2025. Powered by two 202 engines producing a combined 222 kN (50,000 lbf) of thrust, it became the first land vehicle to officially exceed . The project, conceived in the early 1990s as a successor to Noble's earlier record vehicle, faced significant engineering challenges, including aerodynamic stability at speeds, wheel and brake design capable of withstanding extreme velocities, and securing sufficient funding and testing grounds. Measuring 16.5 meters (54 feet) in length and weighing about 10,700 kg (23,600 lb), ThrustSSC featured a carbon-fiber and chassis optimized for minimal drag and structural integrity under supersonic stresses. Its successful runs not only surpassed the previous record set by in 1983 but also earned it recognition as an International Historic Mechanical Engineering Landmark by the in 2014. Since its record-setting achievement, ThrustSSC has been displayed in museums and used for educational purposes, inspiring subsequent land speed projects like while underscoring advancements in applied to ground vehicles. The vehicle's data and design innovations continue to provide valuable insights into high-speed and systems.

Project Development

Conception and Funding

Following the success of the Thrust2 project, where set a new speed record of 633.5 mph in 1983, he sought to advance the boundaries of speed further by developing a capable of supersonic velocities exceeding 750 mph and breaking the sound barrier on . This ambition drove the conception of ThrustSSC as a jet-powered car designed to achieve at least 850 mph, positioning it as the most powerful ever built. Research and planning for the project commenced in 1992 under the banner of Thrust International, a team assembled by Noble that included key figures such as chief mechanical designer Glynne Bowsher, aerodynamicist Ron Ayers, and vehicle systems engineer Jeremy Bliss. The official announcement of the ThrustSSC initiative occurred in May 1994, marking the transition from conceptual studies to active development. Funding proved essential yet challenging in the pre-design phase, with initial support secured through a £40,000 sponsorship from to initiate a two-year research program. expanded its commitment as the primary backer, providing lubricants and financial resources that enabled early aerodynamic investigations, while additional contributions came from over 150 sponsors including government grants and public donations to sustain the effort. By 1996, these sources had collectively amassed sufficient backing to proceed to vehicle construction, though the project operated under tight financial constraints typical of private ventures in . A significant hurdle involved procuring engines suitable for supersonic land travel; the team targeted turbofans from the military Phantom program but encountered difficulties in sourcing and adapting surplus units due to their aviation origins and the need for modifications to handle ground-based operations. Ultimately, two Spey 205 engines were acquired in near-pristine condition from Rolls-Royce stock, supplemented by Spey 202 variants for testing, with the manufacturer providing increasing technical leadership to overcome integration issues.

Design and Engineering

The design of ThrustSSC was led by Ron Ayers (d. 2024), a former chief aerodynamicist at Bristol Siddeley Engines (now part of Rolls-Royce), who drew on his expertise from supersonic missile projects to prioritize stability and control at Mach 1 speeds. Ayers' initial concept relied on aeronautical principles to ensure the vehicle remained grounded and directional amid extreme aerodynamic forces, validated through (CFD) simulations run on a and scale-model rocket sledge tests simulating high-speed ground effect. These efforts addressed challenges like transonic drag rise and potential nose lift, incorporating an active ride suspension system capable of generating 3 tons of in milliseconds for enhanced stability. To achieve the necessary propulsion while maintaining balance, ThrustSSC featured a twin-engine configuration using two 205 turbofans, each modified with afterburners to deliver 25,000 lbf of , for a combined output of 50,000 lbf. This setup provided redundancy against engine failure and ensured symmetric distribution critical for straight-line stability at supersonic velocities, with backup Spey 202 engines used for ground testing. The afterburning capability injected additional into the exhaust stream, boosting power for short bursts required to surpass . Aerodynamically, the vehicle adopted an all-wing to minimize drag, with a forward center of and a rear assembly to counteract yaw and pitch instabilities inherent in ground-effect flight near Mach 1. Rear-wheel steering reduced the chassis width enclosing the front wheels, allowing smaller body openings and integrated wheel fairings to further cut from tire exposure. The overall form integrated the engines into the for streamlined , prioritizing low drag over lift generation. The was engineered for pilot Andy Green, an RAF officer, with a central placement between the engines to align with the vehicle's , featuring a fixed molded seat with a six-point harness and a protective canopy for visibility and rapid egress. Instrumentation included analog gauges for speed (in mph and ), engine performance, and warnings, positioned for quick reference during high-G acceleration. Construction emphasized lightweight strength, using carbon fiber composites for the nose and forward bodywork, components for heat resistance near the engines, and aluminum panels elsewhere, resulting in a curb weight of approximately 10.5 tons. Funding support from enabled these advanced material integrations during the design phase.

Vehicle Construction and Testing

Assembly Process

The assembly of ThrustSSC began in March 1996 at a workshop in , , where the team focused on fabricating the vehicle's tube frame chassis and integrating its core components. The two afterburning engines, sourced from military surplus and originally used in aircraft such as the F-4 Phantom and , were mounted in the rear section to deliver the required 50,000 lbf (222 kN) of thrust for supersonic speeds. Jeremy Bliss served as the lead engineer for electronics and vehicle systems, overseeing the integration of control systems and , while a dedicated squadron of approximately 50 volunteers contributed to critical tasks like , structural assembly, and fabrication. The all-wing , designed for aerodynamic efficiency, guided the precise alignment of components during this phase. Key milestones included the completion of the in June 1996, which allowed for progressive integration of the engines and bodywork, culminating in the full vehicle rollout in September 1996. This rollout enabled initial ground testing preparations later that year. The build process presented significant challenges, particularly in achieving balanced weight distribution to ensure stability during supersonic travel, as even minor asymmetries could lead to dangerous oscillations at high speeds. The project also encountered cost overruns, with the total expenditure reaching approximately £2.8 million by completion in 1997.

Pre-Record Trials

The initial testing of ThrustSSC commenced with low-speed runs at the Farnborough airfield in the during October 1996, following the integration of its twin engines. These trials focused on verifying basic vehicle functionality, including engine performance, control systems, and ground handling, with the car achieving controlled speeds sufficient to confirm operational integrity without reaching high velocities. The tests provided essential data on initial stability and systems synchronization, marking the transition from static assembly to dynamic operation. Subsequent shakedown runs took place in the Al Jafr Desert of in May and June 1997, where the vehicle progressively accelerated to a peak speed of 540 mph. These trials identified minor and suspension issues, including slight damage to the rear suspension during high-speed passes, prompting immediate repairs and reinforcements to the wheel struts for enhanced durability. Engineers collected comprehensive on aerodynamic stability, which remained robust up to regimes, as well as braking performance utilizing primary and reserve parachutes for deceleration from speeds above , supplemented by carbon disc brakes for lower velocities. Fuel system monitoring during these runs ensured reliable delivery under extreme , with no major anomalies reported beyond routine adjustments for optimal flow. These pre-record phases in the UK and validated the vehicle's core capabilities, allowing the team to refine configurations before relocating to the for the final preparation. The data underscored the effectiveness of the in maintaining stability and the braking system's , while adjustments to the reinforced addressed potential failure points observed in early high-speed stress.

Record Attempt and Achievement

Preparation at Black Rock Desert

The in was chosen as the site for the 1997 supersonic land speed record attempt due to its vast, flat 10-mile-long dry lake bed, which offered the necessary space and surface for high-speed runs exceeding the sound barrier. The ThrustSSC team arrived at the in early September 1997, establishing a base camp near Gerlach amid the remote alkaline playa environment. The team quickly set up operations alongside the rival Spirit of America project, which had already begun preparations on the site. To ready the site, the team marked and prepared multiple parallel tracks extending up to 13 miles, lining them with markers and clearing foreign object debris (FOD) to create a safe, straight "" for , measured mile, and deceleration phases. Radar timing stations were installed at key points along the measured mile to ensure precise speed verification by (FIA) officials, while support vehicles—including a specialized XJR-based fire chase car—were positioned for emergency response and support. Preparation efforts faced significant environmental challenges, including high winds and sandstorms that delayed operations for multiple days by eroding the track surface and limiting visibility. These conditions, with gusts turning the desert into a dust-choked haze, required repeated track repairs and rescheduling of activities. The expanded to around 100 members during the Black Rock campaign, encompassing engineers, mechanics, medical staff, and logistics personnel to handle the intensified demands of the site. Driver Andy Green, an RAF pilot, underwent targeted training for supersonic conditions, including simulator sessions at the Defence Research Agency in Farnborough to replicate ThrustSSC's acceleration profile and handling, alongside physical conditioning focused on endurance for extended desert exposure and advanced driving practice in vehicles for control under extreme g-forces. Final vehicle preparations involved comprehensive systems checks, loading approximately 110 imperial gallons of (Jet A-1 fuel) into the tanks to power the twin engines with capability, and verifying safety protocols such as the driver's oxygen breathing system, anti-g strain suit, and multi-stage deployment for post-run deceleration. Insights from earlier pre-record trials in guided these site-specific adjustments, emphasizing track stability and wind mitigation.

Supersonic Runs and Record Setting

The ThrustSSC team's record attempt at the commenced in September 1997 with initial shakedown runs achieving speeds around 624 mph, though adverse weather conditions, including high winds, led to several postponements that delayed progress toward supersonic velocities. On , Andy Green piloted the vehicle to a new of 714.144 mph over the measured mile (with one-way runs of approximately 700 mph and 728 mph), marking a significant step but still subsonic. Persistent weather issues forced a hiatus until early October. Resuming in October, the team prepared for the critical supersonic push, with logistics at providing the necessary 10-mile track for safe acceleration and deceleration. On , Green achieved the vehicle's first supersonic passage, averaging 762.15 mph across two runs that exceeded Mach 1, producing a visible and audible to observers. However, the Fédération Internationale de l'Automobile (FIA) did not homologate this as an official record, as the runs were separated by 61 minutes, slightly exceeding the required 60-minute window for averaging. During the phase approaching Mach 1, Green encountered intense stability challenges, with causing severe buffeting and requiring precise control inputs to maintain the course amid unpredictable aerodynamic forces. Two days later, on October 15, Green executed the runs under clear conditions. The outbound leg clocked 759.333 mph, followed by a return leg at 766.109 mph just 55 minutes later, yielding a two-way average of 763.035 mph (Mach 1.020) and confirming ThrustSSC as the first land vehicle to officially break . The sonic boom from these passes echoed across the desert, heard by the team approximately 30 seconds after the vehicle cleared the timing traps, underscoring the historic transition to supersonic flight on land. The FIA's homologation process involved rigorous verification of timing data, instrumentation accuracy, and compliance with regulations, culminating in official ratification of the outright World Land Speed Record as the first supersonic achievement in a wheeled land vehicle. This validation by the affirmed the record's legitimacy, establishing ThrustSSC's mark as enduring and unparalleled in land-based propulsion.

Technical Specifications

Structure and Dimensions

The ThrustSSC is built around a steel spaceframe chassis. The body construction uses carbon fiber for the front third, rolled aluminum panels for the middle third, and panels for the rear third in high-stress areas such as adjacent to the exhausts, to provide while minimizing weight. This construction approach allows for easy access to internal components and contributes to the vehicle's overall durability on the salt flats. The vehicle's dimensions are optimized for aerodynamic efficiency, with an overall length of 16.5 m (54 ft), a width of 3.7 m (12 ft), and a height of approximately 2.1 m (6 ft 11 in). The wheelbase measures about 8.5 m (28 ft), and the ground clearance is a minimal 0.1 m (3.9 in) to reduce drag and maintain stability at high speeds. The curb weight is 10.7 tonnes (10.5 tons), reflecting the balance between the robust frame and the need for low mass in a jet-powered design. The wheels consist of solid forged aluminum rims with a of 0.9 m (3 ft), eliminating rubber tires to prevent from excessive heat and centrifugal forces at over 700 mph; these are paired with an system that adjusts the nose-down pitch for optimal ground contact.

Propulsion System

The propulsion system of ThrustSSC consisted of two Mk202 afterburning engines (hybrid Mk202/Mk205 configuration for record runs), surplus units originally used in the fighter aircraft. Each engine delivered approximately 22,000 lbf (98 kN) of with afterburner engaged, providing a combined output of 50,000 lbf (223 kN) to propel the vehicle to supersonic speeds. These engines were mounted symmetrically on either side of the for balanced and integrated with the vehicle's spaceframe to minimize weight and vibration transmission. At full power, the engines consumed 4 imperial gallons (18 liters) of per second, equivalent to roughly 240 imperial gallons per minute, necessitating large fuel tanks stored in the vehicle's underbody. This high consumption rate supported the design's top speed capability of over 850 mph (1,368 km/h or Mach 1.15 at ), though environmental factors limited the achieved record to 763 mph. The system's performance was optimized through a thrust-to-drag ratio sufficient for sustained beyond Mach 1, with aerodynamic modeling ensuring stability at and supersonic regimes. Deceleration relied on a multi-stage braking setup, including four parachutes—two primary ribbon-style units deployed at high speeds for initial drag and two reserves for redundancy—deployed sequentially from the rear . Below , hydraulic disc brakes on the rear wheels provided final stopping power, supplemented by carbon-fiber airbrakes to manage heat and aerodynamic loads during runs. This combination enabled safe halts from peak velocities over several miles of bed.

Post-Record Impact

Legacy and Influence

ThrustSSC's achievement of 763.035 mph (1,227.985 km/h) on October 15, 1997, remains the unbroken outright world land speed record for wheeled vehicles as of 2025. In recognition of its engineering significance, the (ASME) designated ThrustSSC an International Historic Mechanical Engineering Landmark in 2014, honoring it as the first land vehicle to exceed the . The project profoundly influenced subsequent land speed record efforts, most notably inspiring the initiative, launched in 2007 by ThrustSSC founder with the goal of reaching 1,000 mph using a combination of jet and rocket propulsion. After entering administration in 2018, the project was revived in 2023 under new ownership, with plans for a net-zero carbon record attempt targeted for 2025 at Hakskeen Pan, , aiming to exceed 800 mph (1,290 km/h) powered by a jet engine and a Nammo rocket booster, though funding challenges persist as of November 2025. As of November 2025, the project continues to seek investment to enable the record attempt. This revival builds directly on ThrustSSC's supersonic legacy, with Andy Green, ThrustSSC's record holder, involved in driver selection for . ThrustSSC contributed to educational outreach through STEM programs, including school workshops at the , where the vehicle has been exhibited since 1998, allowing students to explore the of . These efforts extended through successor projects like , which has engaged over 2 million young people worldwide in STEM activities via hands-on workshops, curriculum-linked resources, and events promoting engineering careers. Culturally, ThrustSSC garnered widespread recognition as the first land vehicle to break , inspiring documentaries such as the BBC's 1997 production The Mission (also known as Supersonic Dreams), which chronicled the team's challenges and triumphs. Books like Noble's Thrust: The Remarkable Story of One Man's Quest for Speed (2011) further documented the human and technical drama behind the record. Noble continues to advocate for land speed innovation in 2025, leading the WSH water speed record —aiming to exceed 300 knots (345 mph) on —while promoting ambition through speaking engagements; the is advancing toward a 2026 attempt, with prototype testing in 2025.

Orange–Intel Sponsorship Dispute

In June 2012, telecommunications company Orange and processor manufacturer launched a promoting the Orange San Diego smartphone, which incorporated an processor. The ad depicted a fictional supersonic car racing across a desert landscape to illustrate the device's rapid data processing capabilities, with the vehicle featuring twin jet engines, a distinctive aerodynamic shape, and canards that closely mirrored the design of ThrustSSC. Richard Noble, the British entrepreneur who spearheaded the ThrustSSC project, immediately condemned the advertisement as an unauthorized appropriation of his . In a public statement, Noble described the team's reaction as being "absolutely gobsmacked" upon viewing the ad, noting an influx of hundreds of supportive messages from the public and land speed community. He accused the companies of design theft, arguing that the car's appearance was not coincidental and demanded its immediate withdrawal, while engaging legal counsel to explore infringement claims. Noble's objections centered on the risk of public confusion, particularly as his ongoing Bloodhound SSC project—aimed at exceeding 1,000 mph—depended heavily on from individuals and corporate sponsorships to sustain development. He emphasized that such mimicry could undermine donor confidence by implying unverified affiliations with high-speed engineering endeavors. garnered significant media coverage, amplifying calls for accountability in the advertising industry regarding protected designs from landmark engineering achievements. Orange and Intel responded with a joint declaration maintaining that the car's concept was developed independently by the ad's production team to evoke raw speed, without reference to ThrustSSC or any real-world . Despite denying wrongdoing, the companies agreed to remove the advertisement from rotation shortly after the complaints surfaced, citing a desire to avoid ongoing distraction. No was filed, and the matter concluded without financial settlement, though it spotlighted the challenges of safeguarding in niche fields like supersonic land vehicles, where iconic silhouettes can become synonymous with innovation. Adding irony to the dispute, had been an official sponsor of the SSC project since at least 2010, providing for educational outreach, yet played no role in the original ThrustSSC initiative.

References

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  53. https://www.bbc.com/news/technology-18607081
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  55. https://www.swindonadvertiser.co.uk/news/8442289.bloodhound-will-inspire-generation-of-engineers/
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