Bloodhound LSR has begun! - Page 4

Bloodhound LSR has begun!



  • slugbelchslugbelch Senior Member

    Just posted on FB:

    "Bloodhound LSR with max reheat"

  • HEMI_guyHEMI_guy Senior Member

    so how fast was #2 and 3?

  • slugbelchslugbelch Senior Member
    edited October 2019

    RUN REPORT – RUN 23/24 (HST 2/3) – 28 OCT 19

    29th October 2019


    • Profile 2: Jet CPU reset, then 200 mph at max dry, with coast down to 100 and gentle braking to stop.
    • Profile 3: max reheat to 350 mph, coast down to 200 mph, ESD and coast down to stop.
    • Explore cross wind limit in gusty conditions.


    Run Details

    • Track 24, Km 16.
    • Weather 17C, 927 mb, sunny. Wind SW 12-15G20 mph.
    • Fuel 57% to 16% indicated. 13:30 run time (4:30 + 9:00).


    Run 23 – HST 2

    • 1000 local. Engine start facing into wind, good start @ 52 sec.
    • Jet CPU reboot test completed successfully. ESD and complete reboot (in correct order) regained all cockpit indications.
    • 1015 local. Second start quicker @ 42 sec.
    • Car rolled at 53-54NL on hard surface at southern end of track.
    • Speedo working and cross-checked with GPS/clock indications.
    • Max dry accel to 170, peak at 190 mph. Car noticeably responding to crosswind gusts, with tendency to yaw into the wind, suggesting healthy positive yaw static margin at slow speeds.
    • Brakes on at 100 mph, 25 Bar, brake to a stop at Km 12. Minimal indications on brake temp during decel, temp subsequently rose to ~100C.

    Run 24 – HST 3

    • 1020 local. First max reheat accel. Plan to lift off at 300 to allow for throttle over-swing, but lifted a little early at 290 mph due to gusty crosswinds.
    • Good accel performance, peak speed of 334 mph in just under 20 sec.
    • Crosswind effects still noticeable at 300+ mph, with gusts causing a minor ‘weave’, controlled with steering inputs of 20-30 deg, mostly to counter weather-cocking, as previous run.
    • ESD at 200 mph to measure rolling resistance without jet thrust.
    • Car rolled to a stop at Km 5.
    • AMAD temp not above 100C.


    Two good runs. Car generally handled well but was occasionally working hard in the gusts. Braking limit still to be established once sensor work complete, but otherwise the profiles achieved all objectives.

    Procedural Points

    • Based on these tests, crosswind limit for further runs in the HST configuration is recommended as 12-15 mph.

    Technical Points

    • Fuel indications still under-reading – a fix is in hand.

  • slugbelchslugbelch Senior Member

    Onboard video of runs 2 and 3:

    … and the day before (Day 10):

  • slugbelchslugbelch Senior Member

    DAY 11 (Run#2 200+mph and run #3: 300+mph):

    "Fantastic that we've got the car properly running now. The test program has absolutely begun in earnest."

  • slugbelchslugbelch Senior Member
    edited October 2019

    (DAY 12) Today, 30th October, the team rolled Bloodhound LSR out onto the Hakskeenpan with the intention of running Profile Four: a max reheat start up to 400mph and then a parachute deployment to slow the car.

    Bloodhound started perfectly and blasted off down the white line, however, when she crossed the area where an old farmers track had been graded flat, there was a very minor bump that caused an engine stop switch to engage for under 10 milliseconds – causing the EJ200 jet engine to safely shutdown and aborted the run.

    The car was recovered back to the Tech Camp where Bloodhound’s System Engineers poured over the data and identified the issue. The data was verified by checking the video footage from the rear facing fin camera. This clearly showed the engine cutting out as the car crossed the darker coloured patch of desert. It was so quick that Andy Green couldn’t feel it from the drivers seat.

    The Systems Team, lead by Joe Holdsworth, are confident that their software modifications will make the switch less sensitive and ensure the high speed test programme continues as planned.

  • alkysbcalkysbc Senior Member

    Thanks for sharing these, pretty intense effort, and rightfully so with a 1000 mph goal! Wonder what their budget is? 🤑

  • slugbelchslugbelch Senior Member

    DAY 13:

    Thursday 31st October 2019

    Another hugely successful day of testing for the Bloodhound LSR team saw the speedometer swing to 380mph, plus the first deployment of the parachute which slows the car from high speeds.

    During ‘Run Profile Four’ the Bloodhound car was started ‘dry’; without injecting the extra fuel for reheat. Once it hit 50mph World Land Speed Record holder Andy Green engaged full reheat (a.k.a afterburners) and piloted the car to 380mph (611kph). It took just 27 seconds, even though Andy lifted off the throttle when it hit 360mph.

    At its maximum, the Bloodhound’s Rolls-Royce built EJ200 engine generated 90kN of thrust (c.54,000bhp).

    Once the car hit the 2km mark Andy cut power completely and pulled Parachute One for the first time ever. The parachute was tugged from its canister by a drogue, a conical shaped device with open ends, which then deployed the full canopy, slowing the car until Andy used the front wheel brakes to bring car to a halt 3.8 miles from the start.

    The recovery team - “Rescue 2” - arrived on site within one minute and released the parachute from the car. This is the process the team will use when making record breaking runs in 12 - 18 months’ time. It is crucial to ensure parachutes aren't dragged behind the car when it completes its transit down the length of the track, which is does before turning around ready for a return run within an hour.

    An excited Andy Green said: "The video footage shows a clean release of the ‘chute behind the car, just one second after I pulled the release leaver. The engineering team and I are delighted all the hard work designing the deployment system paid off first time"

  • slugbelchslugbelch Senior Member
    edited November 2019

    "High speed testing from Andy Green's cockpit with this multi-camera video of Run Profile 4 (Test run #5), during which we went 380mph and parachute deployment testing."

  • slugbelchslugbelch Senior Member
    edited November 2019

    DAY 14 and todays Bloodhound Test Run #6: 461mph! 🚀💪

    "2nd run not started as cross winds gusting too high! Heading back to base now."


  • slugbelchslugbelch Senior Member

    The Bloodhound Land Speed Racing team today obliterated its target of 450mph by recording a top speed of 461mph, but had to abort a second run thanks to some minor bodywork damage.

    Today’s ‘Run Profile 5’ called for a max reheat (afterburner) start from the zero-kilometre mark at the north end of the Hakskeenpan desert runway.

    As well as pushing the speed further, a key objective today was to test the left parachute, after a successful deployment of the right parachute (October 31st).

    Andy Green rolled off the line in ‘max dry’ - no flames out the back - before picking the speed up to 50mph, at which point he pressed the throttle peddle past the detent catch, which engaged maximum reheat.

    All of the Bloodhound’s 90kN of thrust (54,000bhp) was used to blast the car up to 461 mph. Andy had lifted off the throttle at 440mph to stabilise the car, before pulling the left parachute to test it is in working order.

    As expected, the parachute took a second to deploy behind the car, before flying perfectly on its 20m strop (line).

    Andy reported he could feel the parachute tugging rear of the car from side to side as it filled with air and increased the drag. The chute will be modified by removing ribbons two and four to see if will fly more steadily.

    Once the speed had dropped to 150mph on the parachute, Andy applied the front wheel brakes to bring Bloodhound to a stop at the 9km mark.

    As on the previous run, the ‘Rescue 2’ recovery team was quickly on scene to uncouple the parachute strop from the back of the car, which Andy then taxied on idle to the 16km mark at the south end of the track.

    Here he performed a 240m diameter teardrop shaped U-turn to bring the car back to the adjacent track and ready for Run Profile 6.

    Unfortunately, on inspection, the team identified a minor issue with the titanium skin on the rear deltas (the aerodynamic bodywork that covers the rear suspension). This caused the planned second run of 500mph to be aborted, and saw the car recovered to the Tech Camp for repair work.

    Mark Chapman, Engineering Director, explained: "The issue was with an ‘into wind step’, which is an area of the bodywork that high speed air and desert grit blasted into as such a rate on this run, that it pealed back a corner, up to the first rivet. The Fabrication Team are trimming the 30mm long piece of titanium off before they bond and rivet a patch to cover the area.”

  • slugbelchslugbelch Senior Member

    Target speed today was going to be 500mph...

    ...491mph is almost there, until the car started to peel again.

    Only one run today.

    Video of yesterdays prep work:

    How to build a race track for the world's fastest car:

  • slugbelchslugbelch Senior Member

    RUN REPORT – RUN 28 (HST 7) – 5 NOV 19

    5th November 2019


    • Profile 6, no chute, to measure drag in the range 200-500 mph.

    Run Details

    • Track 21, Km 0.5
    • 30C, 925 mb, sunny. Wind SSW, 8G13 mph.
    • Fuel full.
    • 9 miles run.

    Run 28 – HST 7

    • 0910 local. Engine start 51 sec with a light head wind. 13:00 run time inc. 5 min cooldown. AMAD peak temp 107C.
    • Right brake temp indicating full scale before run, settled down during accel, then full scale again during the decel.
    • Car generally directionally stable throughout the run.
    • Centre screen freeze at 390 mph during accel. Run continued on left screen readout, cross-checked with backup GPS/clock. Screen came live again during decel.
    • Throttle back at ~475/480 mph, peak speed 491 mph.
    • Brakes on at 200 mph/30 Bar, Car slow-speed at Km 11.5, just short of prediction. Max brake temp (left hand side only) 210C.
    • Car driven to end of track, turned under its own power to stop into wind.
    • At shut down, Mach No still reading M = 0.11.
    • Comms at Km 16 are noticeably less good than further north.
    • Second run cancelled. Minor bodywork damage to the rear left delta again.


    Successful profile 6 (no chute). The Car felt more stable laterally, possibly due to the lighter winds. The centre screen failure increases the cockpit workload significantly – while it is manageable (that’s what the backup sources are for….) it should be fixed if possible.

    Procedural Points

    • Conditions (wind, temp) may be more favourable with an earlier start.

    Technical Points

    • Centre screen failure.
    • Right brake temp intermittent.
    • Leading corners of rear deltas showing impact damage from front wheel debris.
  • slugbelchslugbelch Senior Member

    Video of the 491mph run.

    … at 1:37... yow!

  • slugbelchslugbelch Senior Member

    RUN REPORT – RUN 29 (HST 8) – 6 NOV 19

    7th November 2019


    •  Profile 6, 500 mph with a double chute deployment. First test of the modified brake chute.

    Run Set-up

    • Track 20, Km 1
    • 37C, 921 mb, sunny and hot. Wind light and variable, occasional gusts SW 10 mph.
    • Fuel full.
    • 8 miles run.

    Run Details

    • 1505 local. Engine start 56 sec with a light head wind. 10:00 run time inc. 5 min cooldown. AMAD peak temp 77C.
    • Centre and left screen displays swapped. Centre screen froze at ~350 mph, live again near peak speed.
    • Right brake temp indicating full scale throughout.
    • Car generally quite stable throughout the run. Noticeable yaw (5-6 m) into gust at peak speed, controllable and recovered to line.
    • Peak speed 501 mph.
    • Chute 1 (modified) at ~490 mph, much more stable. Chute 2 (unmodified) at ~390 mph, less stable. Both chutes suffered canopy dump during deployment and need stronger closure ties.
    • Brakes on at 200 mph/40 Bar, Car stopped at 5.8 miles run (Km 10.5). Max brake temp (left hand side only) 210C.
    • Fire caption (overheat) in engine bay after shutdown. ‘Fire’ call not received by Control or Eng, most others heard it. Rescue crews already in attendance to confirm no fire.


    Successful profile 6. The modified chute works well and should serve for all further HST runs. The Car remains crosswind sensitive but controllable.

    Procedural Points

    • During set-up for a run, marshals, spotters, etc. do not drive on/across the tracks. Stop and check any unexpected traffic.
    • Start team no closer to the northern end of the track during the tow-out. Into-wind parking to be discussed before roll out.
    • In the event of an incident (e.g. ‘Fire’ call), Rescue 1 has control on arrival and all non-Rescue personnel step away from the Car, with Eng directing off-Car activity.
    • Emergency comms can be intermittent. If in doubt, repeat the call.

    Technical Points

    • Chute canopy dump.
    • Centre screen failure.
    • Right brake temp full scale throughout.
    • Hatch air pressure sensor connector stiff to operate.

  • slugbelchslugbelch Senior Member

    "Bloodhound LSR hits 501mph! 😎

    Watch as the team completes run profile 6 and goes 501mph with a double chute deployment"

    Awesome video (at :53 YEOW!):

  • slugbelchslugbelch Senior Member
    edited November 2019

    The Bloodhound LSR Team, today, set out for Run Profile 7: 550mph and a single chute deployment for braking. Driver Andy Green started from Kilometre One at the North end of the track. The Bloodhound LSR pulled away using maximum reheat (aka afterburner) raced down the pale blue line. However, at 481mph an intermittent engine bay overheat warning alerted Andy to a possible issue. So he deployed the parachute as planned and bought the car to a stop at the 9 Kilometre mark where he was met by Rescue one and Two safety vehicles. The firefighters quickly checked there was no fire in the engine bay.

    This was the second engine bay overheat warning this week which the team, a repeat of an issue the team believed they’d rectified. As the issue has presented itself again, the mechanics and technicians have removed tail fin and upper rear chassis to access the engine bay and the warning system for a more detailed investigation. This is the nature of testing, components break and sensors fail. The team are confident the car will be running again in the next few days.

  • slugbelchslugbelch Senior Member

    "Upper chassis coming off as the team investigates the what triggered the intermittent engine bay overheat warning."

    "Engine out so the team can access the temperature sensors and FireWire in the upper chassis"

  • slugbelchslugbelch Senior Member

    "The Bloodhound LSR technicians and mechanics have been tracking down the source of the intermittent engine bay overheat warning today. They removed the tail fin and split the rear chassis in order to drop out the EJ200 jet engine and inspect the engine bay. A damaged FireWire, a cable designed to degrade with high temperatures, was quickly found. Temperature stickers in the engine bay indicated they had seen a temperature of 127°c. The chassis is designed for continuous use at 120°c. So the team are reviewing the time of day and temperatures that we’re happy to run the car in, and making improvements to the engine bay cooling.

    There are number of other minor repairs to (non essential, but nice to have) sensors that we can now access, so we’re fixing those too whilst the engine is out and the chassis split.

    Unsurprisingly this was not an issue we saw when we ran the car at Newquay, but then a Cornish winter is not the same as a Kalahari summer!

    We’re aiming to have the car back together and running next week."

  • slugbelchslugbelch Senior Member
    edited November 2019

    Latest video update on the car and the overheating maintenance:

  • TwostepTwostep Senior Member

    I'm a big fan of the Bloodhound project as I'm sure others are as well. Thanks for taking the time to keep us updated !

  • racer12306racer12306 Senior Member

    Same here. I remember following this teams race to the sound barrier when I was in middle school. Really cool to see it all happening again.

  • slugbelchslugbelch Senior Member

    From driver Any Green's report posted today:

    "While we’re testing the car’s structure, systems and performance, I’m also learning how to control Bloodhound at ever-increasing speeds. The theory suggests that as the car accelerates, the wheels will start to ‘plane’ on the surface, like high speed boat hulls. This will reduce the depth of the wheel tracks and reduce the lateral grip the wheels have on the dried mud surface, which is fairly slippery to start with. Relating this to a normal road car, it might feel like driving off a snowy road and onto sheet ice. We expected that this would happen at around 3-400 mph.

    Testing, testing…

    To my surprise, the predicted change in wheel grip is obvious and quite sudden. Accelerating through 200 mph, I can feel the car start to move around underneath me, drifting sideways in any crosswinds. I need to use a surprising amount of steering input (up to 90 degrees of lock) to keep the car running in a more-or-less straight line. The other part of the theory says that as we get faster still, the aerodynamics will take over and help to keep the car straight. I haven’t seen much evidence of this so far, but I’m still hoping it will happen in the next couple of runs!

    The steering inputs are further complicated by the size of the tail fin. Basically, the fin is too big for the car this year, giving a ‘yaw static margin’ (the distance between the center of gravity and the aerodynamic center in yaw) that is bigger than we would like. Put more simply, the car is a bit too stable aerodynamically, so it wants to point into gusts of wind. It may sound surprising, but this is a good thing for the car at this point.

    Next year, when we add the rocket pack, the center of gravity will move back. We’ve got the Nammo engineers with us in the desert right now, so I’ve already seen their first mock-up of the rocket motor (OK, it’s only a cardboard cut-out to give an idea of size, but it’s still exciting to see). With this extra mass at the back of the car, the center of gravity will move back and the yaw static margin will reduce. This static margin must remain positive to keep the car stable at very high speeds, so, in simple terms, the fin has to be big enough to guarantee that the car will remain ‘pointy end forwards’ with the rocket installed. In the meantime, having a slightly-too-big fin for high speed testing this year makes my job a little more difficult, but it will keep the car safe next year, so I’m not going to complain."

    Entire article:

  • slugbelchslugbelch Senior Member

    We're having a few maintenance days whilst we wait for some parts to arrive at the tech camp.

    The EJ200 Jet Engine is going back into Bloodhound LSR! 😃 #2019HST

    Photo credit: Head of Engineering Stuart Edmondson

    Engine in and upper chassis going back on 🔧🚗 We should be back up and running again very soon!

  • slugbelchslugbelch Senior Member

    FB posts earlier today they posted a pic of the chute packed. Now pics of the fin... btw, that air brake is huge:

    "It's all coming back together now!"

  • slugbelchslugbelch Senior Member
    edited November 2019

    Wednesday video update (1st Airbrake Test at 200mph):

  • slugbelchslugbelch Senior Member
    edited November 2019

    Thur. 01:30am ET on their FB page:

    "Today's target speeds: 200mph (air brakes deployed) and 550mph, but it’s glum faces as the team return to the Tech Camp. The DECU (Digital Engine Control Unit) failed to send a start request to the EJ200 jet engine. Confidence is high it can be resolved in the next few hours...."

  • slugbelchslugbelch Senior Member
    edited November 2019

    Just got posted on FB:

    "Take two! The car is now fixed and we’re heading out to run again 😎 Same run profiles as before #2019HST"

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