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Published: April 1, 2025
British driver Andy Green—the only person to have broken the sound barrier in a car—has sprinted into the record books once again, this time behind the wheel of a hydrogen‑powered vehicle.
Driving the specially built Bloodhound H2 on a salt flat in South Africa’s Northern Cape province, Green reached a two‑way average speed of 406.320 mph (653.9 km/h) on March 31, 2025, setting an official world record for the fastest car powered by hydrogen internal combustion engines. The record was certified by the Fédération Internationale de l’Automobile (FIA), motorsport’s global governing body.
While electric battery‑powered vehicles dominate headlines, the Bloodhound H2 uses two hydrogen internal combustion engines—essentially conventional engines modified to burn hydrogen directly rather than gasoline. This approach produces near‑zero tailpipe CO₂ emissions, with the main byproduct being water vapor.
“This isn’t just about going fast,” said Green in a statement following the run. “It’s about proving that hydrogen combustion can deliver real performance without compromising on sustainability. Our team has shown that this technology is viable at the highest levels of motorsport.”
The previous record for a hydrogen internal combustion car stood at just over 300 mph, set in 2019 by a Japanese team. Green’s team, known as the Bloodhound Programme, spent two years refining the hydrogen fuel system, engine mapping, and aerodynamics to exceed 400 mph.
The car itself is a heavily modified version of the Bloodhound LSR, which Green drove to an outright land speed record of 763 mph (1,228 km/h) in 1997. For the hydrogen record, the team swapped out the original jet and rocket engines for two specially built 4.0‑liter V8 twin‑turbocharged engines that burn gaseous hydrogen. The total power output is approximately 1,200 horsepower—considerably less than the supersonic car, but enough to push the vehicle past 400 mph.
Automotive experts note that hydrogen internal combustion engines offer a path to decarbonizing sectors where battery‑electric powertrains face limitations, such as heavy‑duty trucks, off‑road equipment, and motorsport.
“This record demonstrates that hydrogen combustion can be a credible technology for high‑performance applications,” said Dr. Elena Marchetti, a professor of sustainable propulsion at the University of Cambridge, who was not involved in the project. “It’s important to remember that hydrogen internal combustion is different from hydrogen fuel cells. Both are zero‑emission at the tailpipe, but combustion engines can be built on existing manufacturing lines with relatively modest modifications.”
Still, challenges remain. Most hydrogen today is produced from natural gas, which releases CO₂ unless paired with carbon capture. Green hydrogen—produced with renewable energy—is still expensive and limited in supply. The Bloodhound H2 used compressed hydrogen from a mix of sources, though the team emphasized the run’s purpose was to show technical feasibility, not immediate commercial viability.
Team director Richard Noble confirmed that the Bloodhound H2 record marks the start of a new phase. “We’re now looking at developing a version that could compete in hill climbs and endurance events,” he said. “The technology is transferable. If we can make it work at 400 mph, we can make it work at lower speeds and in different contexts.”
The record also reignites interest in hydrogen as a motorsport fuel. While Formula 1 and the World Endurance Championship have committed to synthetic fuels and hybrid powertrains, hydrogen combustion could offer a simpler, more audible alternative that retains the visceral roar of an internal combustion engine—a key factor for fan engagement.
It’s worth noting that the outright world speed record for an electric car is 341.4 mph, set by the Rimac Nevera in 2022. The Bloodhound H2’s 406 mph is significantly faster, though the two vehicles operate in different categories (battery‑electric vs. hydrogen combustion). The hydrogen‑powered car also carries a large, heavy tank of compressed gas, whereas the Rimac relies on lithium‑ion batteries.
However, for pure speed in a wheeled vehicle, the record still belongs to Green’s 1997 supersonic run. The hydrogen record is a new category—one that the FIA hopes will attract more manufacturers to develop zero‑emission racing technologies.
Automakers have taken note. Toyota, which has long championed hydrogen combustion via its liquid hydrogen‑powered race cars (including the GR Yaris H2), congratulated the team on social media. “This proves that hydrogen isn’t just a science experiment—it’s a competitive performance platform,” the company tweeted.
Environmental groups offered cautious optimism. “We welcome any technology that reduces tailpipe emissions, but we need to see the full lifecycle analysis including hydrogen production,” said Sarah Baxter, policy director at the Clean Transport Alliance. “If this record accelerates investment in green hydrogen infrastructure, it could be a net positive.”
As the sun set over the salt flats, Green climbed out of the cockpit and described the run as “one of the most intense experiences of my career.” At 406 mph, the car generated enormous aerodynamic forces, but the driver’s composure never wavered. With the hydrogen record now in the books, the Bloodhound team is already planning its next target: a closed‑circuit speed record using the same technology.
For now, the message is clear: hydrogen internal combustion engines can deliver breathtaking speed—and just maybe, a cleaner future for racing and beyond.
