News
SpaceX’s next-gen Falcon Heavy closer to reality as side booster leaves factory
A duo of rocket spottings on November 9th and 10th confirm that SpaceX’s next Falcon Heavy rocket – an amalgamation of three Falcon 9 boosters, an upper stage, and extensive modifications – is already in the late stages of manufacturing and is nearing the beginning of integrated structural and static fire testing.
As of now, this Falcon Heavy side booster could end up supporting either or both of two near-term launch contracts in place for the rocket, communications satellite Arabsat 6A or the US Air Force’s second Space Test Program (STP-2) launch
SpaceX's second Falcon Heavy is slowly but surely coming together 😀 https://t.co/AYJsQ8Mld5
— Eric Ralph (@13ericralph31) November 13, 2018
The question of the hour – at least for Falcon Heavy – is which of those two available payloads will be atop the rocket on its first truly commercial launch. While suboptimal, a few general characteristics of each payload, SpaceX’s history of commercial launches, and Falcon Heavy itself can offer a hint or two.
Triple the rocket, triple the trouble
Thanks in large part to the fact that the first integrated Falcon Heavy was composed of two relatively old Falcon 9 booster variants and a center core that was quite literally a one-off rocket, the process of reenginering and building another Falcon Heavy rocket off of the family’s newest Block 5 variant has likely been far harder than simply building another Falcon Heavy. Although all three original Falcon Heavy boosters (B1023, B1025, and B1033) were in the same league as Block 5, their Block 2 and Block 3 hardware was designed for approximately 10% less thrust and are almost entirely different vehicles from the perspective of structures and avionics.
Perhaps even more importantly, it’s unknown whether Falcon Heavy Block 1 (for lack of a better descriptor) was designed with serious reusability in mind, at least in the same sense as Falcon 9 Block 5 was. For instance, a major portion of the rocket’s extreme complexity and difficulties lies in the basic need to transmit three times as much thrust through the center core. To do that and do it without rocket-powered separation mechanisms, SpaceX had to develop structural attachments and connections capable of surviving unbelievable mechanical and thermal stresses for minutes on end.
-
- The first Falcon Heavy was a Frankenstein’s monster of sorts. (SpaceX)
-
- Falcon Heavy is seen here lifting off during its spectacular launch debut. (SpaceX)
-
- A Falcon Heavy side booster was spotted eastbound in Arizona on November 10th. (Reddit – beast-sam)
Clearly, this was an unfathomably difficult problem to solve in such a manner that Falcon Heavy would work at all the first time. Factor in the strategic need for those same components to survive repeated cycles of those stresses with minimal refurbishment in between and the problem at hand likely becomes a magnitude more difficult, at least. In large part, this helps to explain why there will end up being a minimum of 11-12 months between Falcon Heavy’s first and second launches.
Arabsat or STP?
Over the course of SpaceX’s last 2-3 years of commercial launch activity, the company and its customers have demonstrated time and time again a reliable pattern: commercial customers (in the sense of private entities) are far more willing to take risks with new technologies than SpaceX’s government customers. NASA’s Commercial Resupply Services is the exception for the latter group but also has no Falcon Heavy launch contracts. For Falcon Heavy, there are thus main three options at hand.
- Arabsat 6A launches first with 1-2 flight-proven boosters; the Air Force’s STP-2 mission flies on an all-new Falcon Heavy 4-6 months later.
- SpaceX builds entirely new Falcon Heavy rockets for both customers, requiring four new side boosters and two new center cores.
- STP-2 launches first on an all-new Falcon Heavy; Arabsat 6A launches second on the first flight-proven Falcon Heavy after 6+ months of additional delays.
-
- The USAF’s STP-2, a combination of a few dozen different satellites. (USAF)
-
- The communications satellite Arabsat-6A. (Lockheed Martin)
-
- LZ-1 and LZ-2, circa February 2018. (SpaceX)
-
- A closeup of one of Falcon Heavy’s side boosters after landing. (SpaceX)
Arabsat is far more likely to accept – for a significant discount – a ride aboard the first flight-proven Falcon Heavy, especially if it means preventing more major launch delays. If the Falcon Heavy side booster spotted eastbound last week is a refurbished Block 5 booster rather than a new rocket, than option 1 is the easy choice for most probable outcome. The real pack leader for Falcon Heavy Flight 2, however, will be the completion of a new Block 5 center core and its shipment to Texas for structural and static fire testing.
Time will tell. For now, a completed Falcon Heavy side booster is the best sign yet that SpaceX may manage the rocket’s second launch in the first quarter of 2019, whichever launch that may be.
The Tesla Model 3’s cheapest trim level just got a major accolade, as Edmunds just revealed the Rear-Wheel-Drive trim of the all-electric sedan is the most efficient EV that is currently in production.
The 2026 Tesla Model 3 Rear-Wheel-Drive not only beat its EPA-estimated range by 30 miles, but it also bested its efficiency mark by 13.2 percent. The Model 3 tested by Edmunds traveled 393 miles, beating its EPA rating by 8.3 percent, while it returned 21.7 kWh per 100 miles, or 4.61 mi/kWh.
Beating those two metrics is especially pertinent when it comes to EV ownership and driving down the cost of ownership from ICE counterparts across the board. The real money savings come from driving down the cost of driving per mile, especially when it comes to high-mileage driving.
Edmunds stated in its report and review that the process it uses to test EV efficiency is aimed at giving “the most accurate representation of a car’s real-world range.” The assessment uses a strict route that features 60 percent city and 40 percent highway driving, and an average speed of 40 MPH across the trip.
It also drives each car within 5 MPH of all posted speed limits, and the climate control is set on Auto at 72 degrees to ensure even testing. In other words, Edmunds does not use methods to maximize efficiency, and instead tries to make it reasonable to achieve the same ratings yourself.
In comparison to other EVs, it beat the 2026 Mercedes-Benz CLA 350, which went 385 miles, as well as the 2026 Audi A6 Sportback E-tron Prestige AWD, which traveled 392 miles. Only the Mercedes-Benz CLA 250+ traveled farther, making it an impressive 434 miles on a charge.
However, the Tesla Model 3 RWD’s efficiency is “unmatched” because of its incredibly low energy usage per mile.
🚨 Tesla Model 3 RWD:
-At $36,990, it is $9,000 cheaper than the average transaction price for a new car ($46,023 via KBB)
-Was 13.2% more efficient than its EPA estimate
-Traveled 393 miles on a charge despite its 363-mile EPA range https://t.co/Grov2hXqpa pic.twitter.com/Zl8rnZZLIB
— TESLARATI (@Teslarati) June 8, 2026
The Model 3 Rear-Wheel-Drive might be the best bang-for-your-buck EV if you’re looking to buy new and want access to features like Full Self-Driving, while also being aware of efficiency. This trim of the Model 3 is also priced over $9,000 cheaper than what Kelley Blue Book says the average transactional price for a new car was in May 2026, which sits at $46,023.
If you’re looking for something with more speed, an All-Wheel-Drive drivetrain, or more premium features, the Premium trims of the Model 3 currently come with one year of Free Supercharging.
The Ontario Teachers’ Pension Plan (OTPP) stands to reap one of the most extraordinary returns in pension fund history thanks to a bold 2019 investment in SpaceX.
According to a recent report from The Globe and Mail, the Toronto-based fund invested roughly $300 million CAD (~$220 million USD at the time) in Elon Musk’s space company as its inaugural deal through the Teachers’ Innovation Platform.
At SpaceX’s anticipated $1.75 trillion IPO valuation, set for a mid-June debut on Nasdaq under ticker $SPCX, that stake could now be worth up to $11.6 billion USD. This would represent a roughly 50x return and easily become OTPP’s most successful single investment ever.
The fund manages $279 billion in assets for approximately 346,000 working and retired teachers in Ontario, potentially delivering an average boost of around $33,500 per member if fully realized.
SpaceX has filed its S-1 and plans to price shares at $135 each, aiming to raise a record $75 billion in what would be the largest IPO in history, surpassing Saudi Aramco. The company reported $18.67 billion in revenue for 2025, driven primarily by Starlink satellite internet growth and NASA contracts, though it continues to post significant losses tied to ambitious R&D in Starship and AI initiatives.
Important pieces moving forward include:
- Starlink Expansion: The satellite broadband service is scaling rapidly, targeting global connectivity, especially in underserved rural and remote areas. This segment offers massive recurring revenue potential as numbers climb.
- Starship and Reusability Leadership: SpaceX’s fully reusable Starship aims to slash launch costs dramatically, enabling frequent missions, Mars ambitions, and lucrative government/defense contracts. Success here could unlock exponential growth.
- AI and Diversification: Recent moves, including ties to xAI, position SpaceX in high-growth AI infrastructure, broadening beyond traditional aerospace.
- Validation Scrutiny: While the $1.75 trillion target excites investors, analysts like Morningstar value the company closer to $780 billion, citing high multiples (around 90x trailing revenue) and execution risks. A 180-day lockup period will prevent early investors like OTPP from selling immediately post-IPO.
The irony has not been lost on observers. Ontario’s government previously canceled a Starlink rural internet contract amid political tensions involving Musk, yet the pension fund’s savvy investment, made when SpaceX was valued around $33-36 billion, and Starlink was nascent, delivers outsized gains independent of politics.
For OTPP, this windfall strengthens its already solid 111 percent funding ratio and underscores the value of patient, innovation-focused capital allocation.
For SpaceX, the IPO marks a new chapter: greater transparency, access to public markets for talent retention and growth capital, and heightened pressure to deliver on its multi-planetary vision.
All eyes are fixed on whether SpaceX can justify its lofty valuation through sustained execution. For Ontario teachers, the returns are already stellar, but SpaceX, like other Musk companies in the past, has plenty of things to prove. Perhaps the most ideal person for the job is at the helm, hoping to bring the company to a massive valuation.
In a notable shift for electric vehicle perceptions, Tesla has emerged as a standout performer in the latest iSeeCars longevity study, which analyzed over 174 million used vehicles.
The data reveals that Tesla models have a 4.6 percent chance of reaching 250,000 miles, matching the industry average of 4.8 percent and tying for sixth place among 32 brands. This positions Tesla ahead of many established names, including Subaru (2.3 percent, roughly half of Tesla’s rate), Nissan (2.4 percent), Mazda, BMW, Mercedes-Benz, and Porsche.
Toyota leads with an impressive 17.8 percent likelihood, followed by Lexus (12.8 percent), Honda, and Acura. Yet Tesla’s result stands out for a relatively young EV brand. Experts attribute this to the inherent simplicity of electric powertrains: fewer moving parts mean no oil changes, timing belts, or complex engine components that typically fail in internal combustion vehicles.
Fewer things to maintain means fewer things to break, and ultimately, fewer things to go wrong.
A Tesla is twice as likely to reach 250,000 miles as a Subaru⁰⁰“No engine, no oil changes, no timing chains, no fuel injectors, and far fewer moving parts overall”⁰⁰https://t.co/k8iJwbzrrp
— Tesla North America (@tesla_na) June 8, 2026
This design advantage helps Teslas defy unfounded skepticism about battery longevity and overall durability, two things that have plagued the company from outsider perspectives without much proof.
The iSeeCars reliability ratings further bolster Tesla’s case. The Tesla Model S earns a strong 7.9/10 reliability score, ranking No. 1 out of 35 most reliable electric cars. It boasts a predicted average lifespan of about 154,419 miles (around 16.9 years) and a 21.9 percent chance of hitting 200,000 miles.
Tesla, as an electric car brand, also scores 7.9/10 overall, securing the top spot among electric vehicle manufacturers in several luxury and segment categories.
Real-world examples reinforce the data. High-mileage Teslas, including Model S vehicles exceeding one million miles, demonstrate that EVs can endure when properly maintained. Owners report minimal mechanical issues beyond typical wear items like tires and brakes, which regenerative braking often extends.
Tesla Model 3 hits quarter million miles with original battery and motor
This performance challenges narratives around EV reliability, especially amid mixed reports from other sources like Consumer Reports or regional inspections. iSeeCars‘ massive dataset emphasizes long-term durability over short-term defect rates, painting Tesla as a leader in sustainable, high-mileage ownership.
For buyers prioritizing longevity and low maintenance, Tesla’s results signal strong value. While no brand is flawless, factors like driving habits, climate, and software updates matter—the numbers suggest Tesla belongs among the elite for those seeking vehicles built to last.
As EV adoption grows, this iSeeCars data underscores Tesla’s engineering edge in creating enduring, future-proof automobiles.
Tesla Model 3’s cheapest trim just got a major accolade
SpaceX IPO set to provide massive $11.6B windfall for teacher pension plan
