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LAND SPEED RECORD CONTENDER – GREAT BRITAIN


Bloodhound SSC R


ichard Noble’s latest land speed record project got underway in 2005, and the current


schedule is to complete the rolling chassis by the end of 2012 so testing can begin in 2013. Project director Noble, continues to maintain support and funding, while chief engineer is now Mark Chapman, after previous engineering director, John Piper, left to pursue F1 interests. Ron Ayers, veteran of Thrust SSC and JCB Dieselmax, remains chief of aerodynamics and Wing Commander Andy Green, the current land speed record holder in Thrust SSC, is once again the driver. After roughly three years of


research, the basic aerodynamic package was finalised in April / May 2010, with a shape that was stable throughout the speed range (up to 1050mph). While


refinements of course continue, this meant manufacture of the main chassis structure (in conjunction with aerospace manufacturer, Hampson Industries) could commence and work on integrating the Cosworth CA 2010 F1 engine that serves as the auxiliary power unit (APU) begin. James Painter, engineering lead – vehicle integration: ‘Our focus has been on the rear chassis, which is very much a geodesic structure with metallic panels and comprises three main parts – the lower chassis, the rear subframe (which carries the rear suspension) and the top section (from which the jet engine hangs). This area is the responsibility of Brian Coombs and Roland Dennison. And the design of this obviously had to be firmed up in sufficient detail to allow drawings to be released to Hampson. A lot of


22 www.racecar-engineering.com • January 2012


thought went into the lower chassis because it incorporates the mounts for the jet fuel tank and the rocket, and it includes the aperture through which the Cosworth APU is installed. And now this major section is in manufacture, so that represents significant progress.’ Racing Batteries provide


onboard starting power for Bloodhound’s fuel pump. With no off the shelf starter solution available, Dr John Davis and his team had two challenges; to select a suitable starter motor, and to find the lightest batteries possible.


Initial calculations suggested


that around 40kg of lead acid batteries would provide the necessary power, the team recognised that adopting lightweight lithium technology could make a significant contribution to performance. A number of key components


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