JCB is returning to the Bonneville Salt Flats with a new target in sight: the fastest hydrogen-powered car ever built. The British engineering company has unveiled the Hydromax, a 32-foot streamliner designed to push beyond 350 mph using hydrogen combustion instead of diesel or battery power.

The effort marks a major shift from JCB’s 2006 Dieselmax program, which set a diesel land speed record that still stands today. This time, the company wants to prove hydrogen engines can deliver extreme performance without abandoning traditional combustion technology.

JCB spent five years and roughly £100 million developing hydrogen internal combustion systems. The same technology already powers some of the company’s construction machinery, including hydrogen-fueled excavators now entering production.

Twin-engine hydrogen setup

Unlike a conventional race car, the Hydromax spreads its weight across the chassis to improve stability at extreme speed. Engineers mounted two hydrogen-burning engines at opposite ends of the vehicle rather than clustering mass near the center.

Each engine produces around 800 horsepower, giving the car a combined output of 1,600 hp. A twin-transmission system sends power to all four wheels through six-speed sequential gearboxes.

Chief engineer Lee Harper said the design philosophy differs sharply from traditional motorsport engineering.

“We want weight at the extremities, so it stays stable at high speeds,” Harper said during the car’s unveiling on May 13, as reported by The Engineer. He added that the team expects the setup to provide enough power for a significant jump beyond JCB’s earlier speed achievements.

The company also simplified the turbocharging system to improve reliability and performance in Bonneville’s thin desert air.

Aerodynamics for Bonneville

JCB redesigned nearly every external surface to reduce drag and improve high-speed balance. Engineers claim the Hydromax delivers a 10 percent aerodynamic improvement over Dieselmax.

The team reshaped the nose, tightened the rear bodywork, and refined airflow management around the car. Engineers also optimized the NACA duct system, which contributes roughly four percent of the total aerodynamic gain.

The hydrogen storage system forced major layout changes. Engineers moved the cockpit canopy nearly 18 inches forward and extended the rear section to fit high-pressure carbon-fiber hydrogen tanks behind the driver.

A ventral strake beneath the rear fin adds stability without creating major drag. Underbody “salt ducts” also help manage airflow across Bonneville’s uneven salt surface.

Ice cooling system

Instead of large radiators, the Hydromax uses ice to cool its engines. Harper said traditional cooling systems would create too much aerodynamic resistance at record-breaking speeds.

The team plans to load roughly a quarter-ton of ice into the car before each run. As the ice melts, it absorbs engine heat through phase-change cooling.

JCB also upgraded the braking system for the high-speed runs. Dual parachutes work alongside aircraft-style friction brakes developed from aerospace technology.

Retired Royal Air Force Wing Commander Andy Green will drive the Hydromax during testing and record attempts. Green also piloted Dieselmax during its record-setting runs two decades ago.

JCB will begin testing in the United Kingdom before heading to Utah for Bonneville Speed Week in August. After SCTA-sanctioned runs, the company plans to pursue official FIA world records for hydrogen-powered vehicles.