List of land speed records
A land speed record is the highest speed achieved by a land vehicle over a specified distance, typically a flying mile or kilometer, averaged from two runs in opposite directions on a straight, level course, and officially ratified by governing bodies such as the Fédération Internationale de l'Automobile (FIA) for automobiles and the Fédération Internationale de Motocyclisme (FIM) for motorcycles.[1][2] These records encompass wheeled vehicles including cars, motorcycles, and sidecars, excluding rail-based or non-wheeled propulsion like rockets on rails, and are pursued on venues such as beaches, salt flats, and deserts to test engineering limits in aerodynamics, power, and safety.[1][3] The pursuit of land speed records originated in the late 19th century, with the first official automobile record set on December 18, 1898, by French engineer Gaston de Chasseloup-Laubat, who reached 39.24 mph (63.13 km/h) in an electric Jeantaud vehicle at Achères, near Paris.[4] Early efforts were dominated by internal combustion and electric vehicles on European beaches, transitioning to American sites like the Bonneville Salt Flats from 1935 onward, where records advanced from wheel-driven cars to jet- and rocket-propelled machines.[1][5] Key milestones include Sir Malcolm Campbell's 1935 achievement of 301.129 mph (484.620 km/h) in the Blue Bird, the first over 300 mph; Craig Breedlove's 1965 mark of 600.601 mph (966.574 km/h) in the Spirit of America, surpassing 600 mph; and the supersonic barrier broken in 1997 by Andy Green at 763.035 mph (1,227.985 km/h) in the ThrustSSC, the current FIA outright automobile record as of November 2025.[1] For motorcycles, the FIM's absolute record stands at 376.363 mph (605.697 km/h) as of November 2025, set by Rocky Robinson in the Ack Attack streamliner at Bonneville in 2010, reflecting advancements in turbocharged and supercharged engines within strict capacity and streamlining classes.[2][6] Records are categorized by vehicle type, engine displacement, fuel, and streamlining (e.g., non-streamlined, partially streamlined, or fully faired), with separate classes for piston, turbojet, and rocket propulsion, ensuring fair competition and safety under international regulations.[1][7] Ongoing attempts, such as those at the Black Rock Desert or Elvington Airfield, continue to push boundaries, though the outright automobile record has remained unbroken for over 25 years due to the immense challenges of supersonic speeds on land.[1][8]Fundamentals
Definition and Criteria
A land speed record represents the highest average speed attained by an automobile traveling over a specified measured distance on a land surface, with the Fédération Internationale de l'Automobile (FIA) serving as the certifying body for official automobile records (motorcycles are governed by the Fédération Internationale de Motocyclisme, or FIM). These records are established through a flying start over distances such as 1 kilometer or 1 mile, requiring the vehicle to complete two consecutive runs in opposite directions within a 60-minute window to account for varying conditions and ensure fairness. The official speed is calculated as the arithmetic mean of the speeds from both runs, emphasizing reliability over one-way peaks.[9] The course for a record attempt must be a flat, prepared surface, such as salt flats or desert playas, homologated by the FIA or its national affiliates to guarantee precision and safety. Specifications include a maximum longitudinal gradient of 1% over any 100-meter section for attempts up to 1 mile, with the entire course measured to an accuracy of 1/10,000 for straight sections. Timing employs certified automatic sensors capable of recording to 1/1,000th of a second, often using redundant systems for verification, and data must be logged in a non-volatile manner. The vehicle remains under the sole control of a licensed driver throughout the run, with no external assistance permitted after the start, and braking mechanisms like parachutes are recommended to ensure safe deceleration.[9] Measurement protocols strictly average the outbound and return speeds to neutralize any directional biases, such as slight inclines or wind effects, while environmental factors like altitude and weather are monitored by stewards, who may suspend attempts under hazardous conditions to protect participants. Although specific wind thresholds are not rigidly codified in FIA rules, crosswinds and tailwinds are assessed to maintain equitable and safe testing, often drawing on practical limits observed in sanctioned events. Altitude influences performance due to thinner air at higher elevations, but records are not adjusted for it, prioritizing standardized low-level courses for comparability.[9] Records are categorized into outright (unlimited) achievements, representing the absolute fastest speeds across all vehicles, and class-specific benchmarks, divided by factors such as propulsion type (e.g., wheel-driven, jet, or rocket), engine displacement, and vehicle configuration to allow competition within comparable groups. This distinction enables a broad spectrum of innovations while upholding the prestige of unrestricted endeavors.[9]Governing Organizations and Categories
The Fédération Internationale de l'Automobile (FIA) serves as the primary international governing body for automobile land speed records, establishing and validating outright world records through its International Sporting Code, specifically Article 2.7.4 and Appendix D. The Fédération Internationale de Motocyclisme (FIM) performs a similar role for motorcycles, with categories based on engine displacement, streamlining (e.g., partial or full), and propulsion.[1][2] The Southern California Timing Association (SCTA) and the Utah Salt Flats Racing Association (USFRA) are key organizations focused on events at the Bonneville Salt Flats, where SCTA certifies competition class records for USFRA-sanctioned meets, emphasizing class-specific achievements rather than global outright records.[10][11] FIA classifies vehicles into four main categories: A for general automobiles, B for series-production vehicles with minimal modifications, C for special construction vehicles including streamliners and thrust-powered designs, and D for drag racing vehicles. These are further subdivided by fuel type (e.g., gasoline, diesel, biofuel), propulsion method (e.g., piston engines, turbines, jets, rockets, hybrids), and wheel configuration (typically four wheels for automobiles).[9] In contrast, SCTA and USFRA categorize entries as Class A/B for production-based vehicles, Class C for modified and special construction like competition coupes, and unlimited classes for unrestricted designs such as streamliners and lakesters, with similar sub-divisions by fuel (e.g., blown gas, blown fuel), engine displacement (e.g., AA/A/B/C/D/E classes), propulsion (piston-dominant, with provisions for turbines and jets), and wheels (four for cars, two for motorcycles).[10][12] A key procedural difference lies in measurement standards: FIA requires a two-way average speed over a 1 km course for international recognition, ensuring fairness against wind and track conditions, while SCTA and USFRA use two-way average speeds over a 1-mile measured mile at Bonneville for class records, with runs completed within one hour.[1][13] Categories have evolved to reflect technological progress, with the introduction of dedicated provisions for jet and rocket propulsion in the 1960s under FIA's Category C to enable unlimited thrust-based attempts separate from traditional piston-driven records.[9] This distinction persists, allowing piston-powered vehicles to maintain separate class records while unlimited categories encompass all propulsion types without displacement or fuel restrictions.[10]Historical Evolution
Origins and Early Milestones (1898–1920s)
The origins of organized land speed record attempts trace back to the late 19th century, amid the rapid evolution of motorized vehicles in Europe. The first officially recognized automotive land speed record was set on December 18, 1898, by French engineer Comte Gaston de Chasseloup-Laubat, who achieved 63.13 km/h (39.24 mph) in an electric Jeantaud Duc vehicle over a measured kilometer in Achères, near Paris.[14] This milestone, validated by the Automobile Club de France, marked the beginning of competitive speed trials, initially focused on electric propulsion due to its reliability in short bursts despite limited battery technology.[15] Early rivalry intensified between Chasseloup-Laubat and Belgian racer Camille Jenatzy, who challenged the record multiple times in 1899. Jenatzy's breakthrough came on April 29, 1899, when his streamlined electric vehicle, La Jamais Contente—the first purpose-built record car with an aluminum body—reached 105.88 km/h (65.79 mph), becoming the first to exceed 100 km/h.[16] This achievement, also at Achères, highlighted aerodynamic experimentation and electric power's early dominance, though its heavy batteries restricted endurance. By 1902, the focus shifted toward alternative propulsion, with French inventor Léon Serpollet setting a new benchmark of 120.8 km/h (75.06 mph) in his steam-powered Gardner-Serpollet Œuf de Pâques ("Easter Egg") along the Promenade des Anglais in Nice, introducing flash boiler technology for quicker startup and higher speeds.[17] The transition to internal combustion engines gained momentum in the early 1900s, symbolizing a move from experimental electrics and steamers to more practical gasoline power. American industrialist Henry Ford captured the record on January 12, 1904, with his Ford 999 racer, averaging 147.05 km/h (91.37 mph) over a frozen course on Lake St. Clair near Detroit—the first gasoline-powered outright record.[18] This era saw records increasingly set on smoother surfaces beyond public roads, as legal speed limits and rough pavement constrained attempts; by the 1910s, venues shifted to beaches like Ormond-Daytona in Florida, where annual speed weeks from 1903 onward served as precursors to modern events, accommodating higher velocities with firm sand.[19] A key milestone came in 1914, when British driver L.G. Hornsted established 199.9 km/h (124.1 mph) in a streamlined Benz at Brooklands, the first under new Fédération Internationale de l'Automobile rules requiring two-way averages for validation, underscoring gasoline engines' growing efficiency and the sport's formalization.[20] Through the 1920s, these foundational efforts laid the groundwork for land speed pursuits, evolving from diverse power sources to gasoline dominance while pioneering safer, dedicated testing grounds that foreshadowed sites like Bonneville Salt Flats. Early electric and steam vehicles demonstrated speed potential but yielded to internal combustion for its balance of power, range, and refueling ease, setting the stage for exponential progress in vehicle design and driver skill.[21]Wheel-Driven Dominance (1930s–1960s)
The 1930s ushered in an era of unprecedented advancements in wheel-driven land speed vehicles, characterized by sophisticated engineering that emphasized streamlined aerodynamics and supercharged powerplants to overcome the limitations of piston engines. Sir Henry Segrave's Golden Arrow, powered by a supercharged Sunbeam Mystère V12 engine and featuring a highly aerodynamic body, set a landmark record of 231.36 mph over the measured mile at Daytona Beach, Florida, on March 13, 1929, surpassing previous benchmarks and intensifying international competition. This achievement highlighted the shift toward specialized, low-drag designs that minimized air resistance at high velocities. Following closely, Sir Malcolm Campbell refined this approach with his Blue Bird series, achieving successive records from 1931 to 1935, culminating in 301.13 mph on September 3, 1935, at Bonneville Salt Flats, Utah, using a supercharged Rolls-Royce R-type V12 aero engine in a sleek, aluminum-bodied chassis optimized for stability and reduced drag. These vehicles operated within the Fédération Internationale de l'Automobile's (FIA) piston-engined, wheel-driven category, where power was transmitted solely through the wheels without auxiliary propulsion. Intense Anglo-American rivalries defined the interwar period, driving rapid iterations in vehicle design amid the transition from beach venues to the more reliable Bonneville Salt Flats, whose hard-packed surface better supported speeds exceeding 300 mph. Captain George Eyston, collaborating with engineer Reid Railton, unveiled the Thunderbolt in 1937—a behemoth with two supercharged Rolls-Royce V12 engines producing over 2,000 horsepower and an enclosed, torpedo-shaped body for superior aerodynamics—setting a record of 357.50 mph at Bonneville on August 27, 1938. Just a year later, John Cobb countered with the Railton Special, another Railton design featuring twin supercharged Napier Lion XII engines and a low-profile, wind-tunnel-tested fuselage, attaining 369.70 mph at the same site on August 23, 1939. These feats exemplified the era's focus on balancing immense power with aerodynamic efficiency, as superchargers boosted engine output while body shapes reduced turbulence, though the demands often strained tire technology and surface conditions. Post-World War II innovations sustained wheel-driven dominance into the 1960s, incorporating wartime-derived materials and refined turbine technology while adhering to propulsion-through-wheels criteria. Cobb returned in 1947 with an enhanced Railton Mobil Special, its supercharged Rolls-Royce Griffon engines delivering 3,500 horsepower in a more rigid, aerodynamically honed frame, to claim 394.19 mph at Bonneville on September 16. Although American racer Craig Breedlove reached 407.45 mph in his three-wheeled, wheel-driven Spirit of America streamliner—powered by a General Electric J47 turbine engine and featuring a needle-like fiberglass body for ultra-low drag—at Bonneville on August 5, 1963, this speed was not ratified by the FIA for the official unlimited class due to the three-wheeled configuration. Thus, Cobb's record endured until the pinnacle of wheel-driven outright records: Donald Campbell's Bluebird-CN7 in 1964, designed by Ken and Lewis Norris with a Bristol Siddeley Proteus gas turbine driving the wheels through a sophisticated gearbox, achieving 403.10 mph at Lake Eyre, Australia, on July 17; its advanced aerodynamics, including adjustable skirts and a stabilized chassis, addressed stability issues at over 400 mph. Factors like escalating aerodynamic demands and the practical limits of supercharged piston engines foreshadowed the era's close, as wheel-driven designs approached the thresholds of traction and structural integrity. Throughout this period, record attempts carried profound risks, including fatalities that underscored the perilous nature of pushing mechanical and human limits. Segrave himself succumbed to injuries from a speedboat accident on June 12, 1930, just over a year after his land record, highlighting the era's culture of relentless pursuit across speed disciplines. The venue shift to Bonneville, necessitated by Daytona's sandy surface becoming unstable and rutted at higher velocities, further amplified challenges, requiring precise salt preparation to prevent skids or structural failures in these high-powered machines.Jet and Rocket Breakthroughs (1970s–present)
The advent of jet and rocket propulsion in the 1970s marked a pivotal shift in land speed record pursuits, moving beyond the limitations of wheel-driven vehicles to achieve unprecedented velocities through aerospace-derived technologies. This era began with the Blue Flame, a rocket-powered car sponsored by the American Gas Association, which set the first official jet/rocket land speed record on October 23, 1970, at the Bonneville Salt Flats in Utah. Driven by Gary Gabelich, the vehicle reached an average speed of 622.407 mph (1,001.667 km/h) over the measured kilometer, powered by a liquefied natural gas rocket engine producing over 22,000 pounds of thrust. This achievement surpassed the previous wheel-driven record by more than 20 mph and demonstrated the potential of rocket propulsion for breaking the sound barrier on land.[22][23] Early attempts to push further included the Budweiser Rocket, a three-wheeled, rocket-propelled vehicle designed by stuntman Hal Needham and driven by Stan Barrett. On December 17, 1979, at Edwards Air Force Base in California, Barrett reportedly achieved a one-way speed of 739.666 mph (1,190.377 km/h), potentially exceeding the speed of sound. However, the run was unofficial due to issues with radar timing equipment and failure to complete the required two-way average under Fédération Internationale de l'Automobile (FIA) rules, leaving the Blue Flame's record intact. This effort highlighted the challenges of validation and safety in rocket cars, as the vehicle's solid-fuel rocket provided immense but short-duration thrust.[24][25] The 1980s and 1990s saw British engineer Richard Noble spearhead a resurgence with jet-powered vehicles, emphasizing reliability and incremental progress. In 1983, Noble drove the Thrust2, a twin Rolls-Royce Spey turbofan jet car, to an average speed of 633.468 mph (1,019.4 km/h) in the Black Rock Desert, Nevada, reclaiming the record for the UK after 16 years. This was followed by the ThrustSSC (Super Sonic Car) project, also led by Noble, which achieved the first supersonic land speed record on October 15, 1997. Piloted by Royal Air Force pilot Andy Green, the ThrustSSC—powered by two Rolls-Royce Spey turbofan engines delivering 110,000 pounds of thrust—averaged 763.035 mph (1,227.985 km/h), breaking the sound barrier (Mach 1.016) and establishing the current outright record. The vehicle's success relied on advanced aerodynamics, including a low-slung chassis and deployable tail fins for stability at transonic speeds.[26][1][27] Since 1997, no new absolute land speed records have been set, largely due to escalating funding requirements, technological complexities, and safety demands for speeds approaching or exceeding 1,000 mph. The Bloodhound SSC project, initiated in 2007 under Noble's involvement, aimed to surpass 1,000 mph using a hybrid propulsion system combining a Rolls-Royce EJ200 jet engine with a Nammo rocket booster. However, financial difficulties led to its administration and effective abandonment in 2018, with assets sold off after failing to secure £25 million in funding. Efforts revived in the 2020s as the Bloodhound LSR under new ownership, focusing initially on exceeding the 763 mph mark with reduced goals before pursuing the 1,000 mph target, though progress has been hampered by ongoing funding and technical hurdles as of 2025. As of November 2025, the project is actively seeking a new driver through a "Race to Greatness" campaign and requires approximately £12 million in additional funding to enable deployment to Hakskeen Pan in South Africa for record attempts, with Andy Green to mentor the driver.[28][29][30] Technological advancements in this period have shifted from pure rocket engines, which offer high thrust but limited burn times, to turbofan jets for sustained power and hybrid systems for optimized acceleration. Turbofans, as in Thrust2 and ThrustSSC, provide efficient high-speed propulsion derived from military aircraft technology, while hybrids like Bloodhound's combine jet pre-acceleration with rocket boosts to reach hypersonic thresholds. Safety has also evolved significantly, particularly after ThrustSSC's record runs revealed parachute deployment issues, where extreme aerodynamic heating melted components during deceleration from over 700 mph. Subsequent designs incorporated heat-resistant materials, redundant parachutes, and electronic stability systems to mitigate risks like wheel lift-off or structural failure at Mach speeds.[31][32] As of November 2025, the ThrustSSC remains the record holder, with the FIA recognizing no faster verified runs. Ongoing projects continue to target the 1,000 mph milestone, driven by innovations in materials science and propulsion, but economic and regulatory barriers—such as securing suitable test sites like Hakskeen Pan in South Africa—persist as major obstacles.[1][33]Absolute Records
Wheel-Driven Records (1898–1964 and Beyond)
Wheel-driven land speed records encompass achievements by vehicles where power is delivered to the wheels via mechanical means, such as piston or turbine engines, distinguishing them from thrust-propelled jet or rocket vehicles. These records held the absolute land speed title from the inaugural run in 1898 until 1964, when Donald Campbell's turbine-powered Bluebird CN7 reached 403.10 mph (648.73 km/h) on Lake Eyre, Australia.[34] Key figures like Campbell, George Eyston, and John Cobb dominated this era, pushing boundaries with increasingly sophisticated streamliners on beaches and salt flats.[35] The progression began modestly with electric and steam vehicles before shifting to internal combustion engines, culminating in turbine innovations by the 1960s. Records were ratified by organizations like the Fédération Internationale de l'Automobile (FIA), requiring two-way averages over measured kilometer or mile courses.[1]| Date | Driver | Vehicle | Speed (mph / km/h) | Location |
|---|---|---|---|---|
| 18 Dec 1898 | Gaston de Chasseloup-Laubat | Jeantaud Duc | 39.24 / 63.15 | Achères, France[35] |
| 29 Apr 1899 | Camille Jenatzy | CITA No 25 La Jamais Contente | 65.79 / 105.88 | Achères, France[35] |
| 13 Apr 1902 | Léon Serpollet | Gardner-Serpollet Œuf de Pâques | 75.06 / 120.80 | Nice, France[35] |
| 26 Jan 1906 | Fred H. Marriott | Stanley Steamer | 121.57 / 195.65 | Daytona Beach, USA[35] |
| 29 Mar 1927 | Henry Segrave | Sunbeam 1000 hp | 203.79 / 327.97 | Daytona Beach, USA[35] |
| 22 Apr 1928 | Ray Keech | White Triplex Special | 207.55 / 334.02 | Daytona Beach, USA[35] |
| 11 Mar 1929 | Henry Segrave | Irving-Napier Golden Arrow | 231.44 / 372.46 | Daytona Beach, USA[35] |
| 24 Feb 1932 | Malcolm Campbell | Napier-Railton Blue Bird | 253.97 / 408.79 | Daytona Beach, USA[35] |
| 22 Feb 1933 | Malcolm Campbell | Rolls-Royce Railton Blue Bird | 272.46 / 438.53 | Daytona Beach, USA[35] |
| 3 Sep 1935 | Malcolm Campbell | Rolls-Royce Railton Blue Bird | 301.13 / 484.62 | Bonneville Salt Flats, USA[35] |
| 19 Nov 1937 | George Eyston | Thunderbolt | 312.20 / 502.80 | Bonneville Salt Flats, USA[35] |
| 15 Sep 1938 | John Cobb | Railton Special | 350.20 / 563.60 | Bonneville Salt Flats, USA[36] |
| 23 Aug 1939 | John Cobb | Railton Special | 369.70 / 595.00 | Bonneville Salt Flats, USA[36] |
| 16 Jun 1947 | John Cobb | Railton Special | 394.20 / 634.40 | Bonneville Salt Flats, USA[36] |
| 17 Jul 1964 | Donald Campbell | Bluebird-Proteus CN7 | 403.10 / 648.73 | Lake Eyre, Australia[34] |
Jet and Rocket Records (1965–present)
The era of jet and rocket-propelled vehicles marked a significant departure from traditional wheel-driven land speed records, beginning in 1965 when jet propulsion enabled speeds exceeding 600 mph for the first time. This period saw rapid advancements in aerodynamic design and high-thrust engines, driven by pioneers like Craig Breedlove, who adapted aviation technology for ground vehicles at the Bonneville Salt Flats. These records, ratified by the Fédération Internationale de l'Automobile (FIA), required two-way runs over measured distances, emphasizing reliability amid extreme supersonic challenges.[1] The progression from subsonic to supersonic achievements culminated in 1997, with no subsequent breaks as of 2025, due to escalating costs, technical complexities, and funding hurdles for projects like Bloodhound LSR. Rocket cars, such as the Blue Flame, briefly dominated in the 1970s by leveraging liquid natural gas for controlled burns, but jet turbines proved more scalable for sustained high speeds. Notable attempts in the 1980s, including early rocket prototypes, fell short of records but informed later designs.[42][43]| Date | Vehicle | Driver | Speed (mph) | Propulsion | Location | Notes |
|---|---|---|---|---|---|---|
| November 15, 1965 | Spirit of America Sonic 1 | Craig Breedlove | 600.601 | Jet (General Electric J79) | Bonneville Salt Flats, Utah, USA | First jet-powered absolute record; one-way run initially, later ratified by FIA as class record exceeding 600 mph.[44][45] |
| October 23, 1970 | Blue Flame | Gary Gabelich | 622.407 (flying mile); 630.388 (kilometer) | Rocket (liquid natural gas) | Bonneville Salt Flats, Utah, USA | First rocket-powered absolute record; held until 1983, showcasing clean-burning propulsion.[46][47] |
| October 4, 1983 | Thrust2 | Richard Noble | 633.468 | Jet (Rolls-Royce Spey turbofans) | Black Rock Desert, Nevada, USA | Reclaimed record for UK; two-way average over measured mile, enduring 14 years.[48][49] |
| October 15, 1997 | ThrustSSC | Andy Green | 763.035 | Jet (twin Rolls-Royce Spey turbofans) | Black Rock Desert, Nevada, USA | First supersonic land vehicle (Mach 1.02); current absolute record, unchallenged for over 25 years.[43][50] |
Women's Land Speed Records
Historical Milestones
Women's involvement in land speed records emerged in the early 20th century, with pioneers challenging societal norms in a male-dominated field. In the United States during the 1930s, Veda Orr became one of the first women to actively participate as both an organizer and driver in Southern California Timing Association (SCTA) events at dry lakes like Muroc and El Mirage. As the first woman member of the SCTA, Orr set a record of 104.40 mph in the Full Fendered Roadster class in her 1932 Ford roadster in 1936, later improving it to 114 mph in 1937. Her contributions helped sustain the hot rodding community through World War II, when male participation waned. The 1960s saw further advancements, exemplified by drivers like Paula Murphy, who became the first woman to pilot a jet-propelled car at the Indianapolis 500 pace car event in 1963, though her land speed efforts focused on high-performance runs exceeding 160 mph in internal combustion vehicles. These achievements highlighted growing technical prowess amid persistent gender barriers, including limited access to sponsorship and facilities. The SCTA's class-based record system provided women opportunities to compete and set benchmarks in specialized categories, fostering incremental progress. A major breakthrough occurred in the 1970s with Kitty O'Neil, a stuntwoman and racer who, on December 6, 1976, drove the three-wheeled, rocket-powered SMI Motivator to a one-way speed of 512.710 mph in Oregon's Alvord Desert, establishing the recognized women's land speed record. This feat, 200 mph faster than the prior women's mark, underscored the shift toward jet and rocket propulsion but was limited to one direction due to vehicle issues preventing a two-way average. O'Neil's success faced backlash, including contract restrictions barring her from pursuing the overall absolute record. In the 1980s and 2000s, women continued to navigate sponsorship challenges and safety concerns while pursuing records across vehicle types. Leslie Porterfield, renowned for motorcycle land speed achievements, crossed into four-wheeled efforts by preparing to drive the jet-powered North American Eagle Supersonic Speed Challenger in 2011, aiming to surpass O'Neil's mark and become the overall fastest woman on land. Though the attempt was ultimately postponed due to weather and mechanical hurdles, it symbolized expanding ambitions in car-based records. The 2010s marked a pinnacle with Jessi Combs, who in 2013 set a two-way average of 398.954 mph in the North American Eagle at the Black Rock Desert, earning the title of fastest woman on four wheels for jet-powered classes. Combs pushed further in 2019, achieving a one-way speed of 522.783 mph in the same vehicle during an attempt in the Alvord Desert; Guinness World Records posthumously certified this as the fastest land speed record for a female on August 27, 2019, following her fatal crash. Throughout this era, women encountered ongoing obstacles such as unequal funding and scrutiny, yet organizations like the SCTA enabled hundreds of class records, promoting inclusivity and technical innovation.Current Holders and Challenges
As of November 2025, the outright women's land speed record remains held by Jessi Combs, who achieved a one-way speed of 522.783 mph (841.338 km/h) in the jet-powered North American Eagle on August 27, 2019, in Oregon's Alvord Desert; this run was posthumously certified by Guinness World Records as the fastest land speed record for a female, though a required two-way average was not completed due to her fatal accident.[52][53] Combs' achievement surpassed the previous mark of 512.71 mph set by Kitty O'Neil in 1976, highlighting the dominance of rocket and jet propulsion in absolute records.[52] In class-specific categories, women continue to set benchmarks, particularly in piston- and wheel-driven vehicles at events like the Bonneville Speed Trials. For instance, Valerie Thompson holds multiple records in motorcycle classes, including a piston-powered production bike speed of 208.71 mph in a BMW S 1000 RR at Bonneville in 2018, and a streamliner record of 328.467 mph in the BUB 7 in 2018. Recent 2025 updates at Bonneville saw class advancements, such as Liane Langlois becoming the first Canadian woman to set an official FIM motorcycle land speed record at 136.1 mph (219 km/h) average in a production class.[54][55][56] No new outright records were broken in 2025, with efforts focused on class categories at salt flats.[57] The following table summarizes key current women's land speed record holders across categories:| Holder | Date | Vehicle | Speed (mph) | Category |
|---|---|---|---|---|
| Jessi Combs | 2019 | North American Eagle | 522.783 (one-way) | Outright (jet-powered) |
| Valerie Thompson | 2018 | BUB 7 Streamliner | 328.467 | Motorcycle piston streamliner |
| Valerie Thompson | 2018 | BMW S 1000 RR | 208.71 | Production motorcycle piston/wheel-driven |
| Liane Langlois | 2025 | Production motorcycle | 136.1 (average) | FIM class (motorcycle) |